RESIDENT MAGISTRATE COURT.

Westport Times, Volume V, Issue 860, 12 September 1871, Page 2

RESIDENT MAGISTRATE COURT.

Monday, Septehbeii 11. (Before J. Giles, Esq., R.M., and S. Thorpe, Esq., J.P.) Michael Guilder, charged with drunkenness and disorderly conduct, was fined 20s. Information under "the Inquiry into wrecks act." On the application of "W. S. Munday, Esq., Collector of Customs, notices had been served upon Abraham Palmer, master of the s.s. Murray, "William Conway, the chief officer ; and John Scott, chief engineer ; also, upon Thomas Holmes, of tho p.s. Charles Edward ; and Alexander Darling, the chief engineer, to the effect that an information had been laid before the Resident Magistrate at "Westport by the Collector of Customs, that a collision had taken place between the steamers Charles Edward and Murray, and calling upon the Court to institute an enquiry.

Captain Leech, the Harbour Master, was present, to assist the Bench. Mr Home watched the proceedings on behalf of Captain Palmer of the s.s. Murray, and Mr Pitt on behalf of Captain Holmes of the p.s. Charle3 Edward. Abraham Palmer: lam master of the s.s. Murray and hold a certificate. I cast off from the wharf, at Westport to proceed to; Grcyinouth, on September Sth at 4> a.m. It was high water about 4 30 a.m. The tides wero then neap. Tho steamer Kennedy had left for tliG bar about a quarter of an hour previously; she stuck a long way westward of the channel. The channel was clear and I proceeded to take the bar. I was fairly in the channel when I struck, and remained there for about half an hour. The steamer Charles Edward left the wharf about a quarter of an hour after T did, and attempted to cross the bar fifty or sixty yards to the eastward of the channel. She stuck also, but shortly swuug round and got ailoat with her head up-stream. She then came down the river stern first. Her engines were then standing still. I cried out to Holmes to steam ahead, and the engines were working ahead just before the collision, but too late to prevent it. After the collision the Charles Edward proceeded on her passage to G-reymouth. No enquiry was made by Captain Holmes as to the extent of the damage done, or whether he could render any assistance. Eor anything he knew, we might have been filling. The Murray is of heavier draught than the Charles Edward. "We drew at the time of the collision about 18 inches more water. The Murray when she grounded was thrown on her starboard bilge. We were aground before the Charles Edward left the wharf, and were directly in the channel. It was most improper for the Charles Edward to attempt the bar, when tho channel was occupied by another steamer, and the latter hard and fast aground. I cannot estimate the damage done to my steamer until she is discharged. Four of the vessels frames are broken, as also two of her upper plates; her bulwarks and stanchions are broken or bent for a length of sixteen feet; three frames of the bridge are destroyed, and the bridge itself is much damaged. Since the collision, steam has to be got up every 24 hours to pump out the leakage. Shortly after the Charles Edward had left, a sea struck the vessel's broadside, and she got into deep water. She was immediately steamed to tho wharf. It was dark, but not sufficiently so to interfere with persona on the one steamer Reeing distinctly what was going on aboard the other.

As the steamer Charles Edward backed stern first, I cried out, " Why do you not steam ahead?" Holmes replied that' ho was going full steam ahead. • The head of the Murray was pointing W.N.W. Thero was very little sea upon the bar. When 1 spoke ttio vessel about going ahead, her engines wore standing still; they wore working immediately before the collision, but too late to do any good. The Charles Edward had been steaming asfern. We could see each other plainly when furthest apart. Both steamers carried their usual lights. At the time of the collision my engines were going easy astern. They were useless, as the vessel was firmly .embedded in tho gravel. By Mr Home: Wo were nearly a quarter of an hour ahead of the Charles Edward, and were fast aground before she came up. Capt. Holmes must have seen us; he attempted to pass to the eastward. The Murray was in the channel. Had there been water he could have passed, but I knew he could not as he was steering for a high bank. I consider it was dangerous for him to attempt the channel, whilst the Murray occupied it aud was ' fast aground stem and stern. I think he came down the stream from the wharf at the rate of 5 or 6 knots, but I cannot say with any certainty, as it is a difficult matter to estimate the speed of a vessel advancing from a distance, stem on. I have in past times commanded the Charles Edward ; she answers her helm readily, and by means of her paddlewheels may be stopped or forced ahead very promptly. As the Charles Edward struck the Murray with her stern, the former vessel would suffer but slightly from the concussion. The crash was very great, and must have signified most unmistakably to those on board the Charles Edward what had taken place. In a spirit of opposition, or rather competition, I am waited on by the steamers Charles Edward and Kennedy, both of which belong to one owner. It has been said that the Murray would be run into if ever a chance offered, but I have not been able to trace the author of the statement.

By Mr Pitt: The collision occurred about the top of high water; there was no perceptible motion of the tide. The sea swung the Murray off ultimately. Her head swung off by the eastward. The Charles Edward was across the bar to the westward of me before the Murray got afloat. She was aground ten minutes or a quarter of an ijhour before the Charles Edward grounded, and she was 60 or 80 yards to the eastward of the Murray, when she (Charles Edward) struck. After the Charles Edward grounded she swung round with her head by the eastward. We should both get the sea about the same time. When the Charles Edward was afloat her engines went astern. I had time to hail her and Holmes to reply before the collision. The mate and myself wero on the bridge. The s.s. Kennedy preceded the Murray. The HarbourMaster was at the wharf when I left. At that time the Kennedy was aground, but considerably to the westward of the channel. Her head was to the southward and westward. Sho was afloat before the Murray approached the bar. I reconcile my leaving the wharf, when the Kennedy was aground, with my statement that Captain Holmes acted improperly in so doing when the Murray was aground, by the fact that the Kennedy was not in the channel, whereas the Murray was fair in the channel when she struck. The channel was clear, therefore I took the bar. The Kennedy came round by the southward into the river again. Witness was further examined as to the state of the bar, and stated that half an hour before high water on the morning of the Bth the tide was lower than it had been the previous day, two hours before high water. It was a singularly low tide on the Bth, which was the cause of so many vessels getting stuck. The tide was a foot lower half an hour before high water than it was the previous day two hours before high water. Other witnesses were examined, but a report of the evidence is held over.