THE KAIPARA.

Gisborne Times, Volume XXVIII, Issue 2722, 29 January 1910, Page 5

THE KAIPARA.

AN OFFICIAL INSPE-^iON.

I Pun Punas Association.] AUCKLAND, Jan. 28

There are still some six feet of water in the Kaipara. Nos. 2 and 3 holds were cleared of their cargo (which included the once-frozen mutton) whilst out in the bay, and there now remain part of No. 1 and No.’s 4 and sto clear. No. 1 hold, which contains wet wool, will he cleared almost immediately, but No.’s i and 5, which are in the undamaged portion.of the vessel, will he left alone for the present. All the salvage men have been paid off. but will shortly be re-engaged to discharge No. 1. A party consisting of Captain Clayton and Mr. Aston (Lloyds representative). Captain Taylor (Salvage Association) Captain Plunket (New Zealand Underwriters’ Association), and Mr C. V. Houghton (local manager of the New Zealand Shipping Company) inspected the exterior of the vessel, but owing the cargo preventing them from getting inside, they were unable to form any estimate of the damage, and it will probably be seine time before this is arrived at. It is more than probable that the Kaipara wiN take fully three months to repair, but no contract for the work can be let until an idea has been obtained as to the full exent of the damage. THE INQUIRY. The .inquiry into the mishap commenced at I<J a.m. to-day before Mr C. C. Kettle, S.M., and Captains Post and Read. In opening the case, the Collector of Customs said the questions submitted were whether the stranding was directly the fault or negligence or an error of judgment. Was the vessel in an unseaworthy condition by reason of a list to starboard when she commenced her voyage? What efforts were made by the master to ascertain the cause of such a list? Mr Kettle expressed regret that the Minister of Marine was not represented by counsel. The Collector of Customs, said the scope of the investigation seemed to challenge the navigation of what had hitherto been regarded as one of the best and safest harbors in the world, and serious questions of prudence or of lack of prudence in the navigation of the vessel would be placed before the Court. The Kaipara left the berth at the Railway wharf shortly before low tide, having a list to starboard, stated at six or seven degrees. At the wharf the vessel’s marks indicated that she drew 27ft aft and 26ft forward. After the vessel left the wharf her list increased. This increased her draught. From the chart marked by the captain, showing the course followed, it would be seen that the master did not avail himself of the deepest water in imidchannol, but proceeded between the 4$ and 54 fathom marks. The vessel struck something. Two minutes later she sank to the liatvse pipes. The exitence of a shoal patch in 26ft of water at low tide was admitted, but it was a question whether the ship struck this shoal, and whether the master was justified in bringing the vessel in the vicinity of this shoal. He submitted the master should have steered the safest course, and not in the minimum water in which his vessel could float. Briefly, Captain Cornwall failed to avail himself of the deepest part of the channel in navigating his vessel, whose draught was problematical to a point of danger. THE CAPTAIN’S EVIDENCE Captain Cornwall, examined, said the Kaipara had no list when travelling from Wellington to Auckland. All the ballast tanks ran right across the ship, except Nos. 5 and 6, which were independent. He first noticed the list on the 13th instant. He gave specific instructions to the stevedores. Leaving the port the vessel listed 6 to 7 degrees. The engineers remarked upon the considerable list. There was an hour and a half of ebb tide to run. He knew the list would increase the vessel’s draught, but he did not anticipate any difficulty in getting out of the harbor. He could not say if the vessel touched the bottom alongside the wharf. The list would increase the draught by 14 t-o 16 inches. In the course of further evidence, Captain Cornwall said that lie did not follow the course suggested by the “New Zealand Pilot,” but believed lie was on a safe course. He was going eight knots an hour. He was surprised even now, after seeing the damage, that so 'much water was made in so short a time. Answering Captain Fleming, he said that if the Kaipara liad humped on the bottom at the wharf that would account for making so large a quantity of water in a short time. Anticipating the chart as correct, the course lie took was a prudent course. The shoal he struck was not shown on the chart. The vessel had a slight tendency to list to starboard. He discovered* afterwards that the luminous buoys were not in position. Mr. Cotter said that lie wanted to inform the Court that he had a signed statement from Lieut. Hughes, who was on the ship at the time, and-was navigating officer of H.M.S. Iris, that the list was not sufficient in his opinion to be of any consequence. Clbsing liis evidence, Captain Cornwall said he had found no indication on.the hull that liis vessel was damged at the railway wharf. Witness added that lie heard since the accident that the Waimate touched in July, 1904, also that a French warship had touched. Mr. Cotter said he was in communication with the captain of the Waimate, askiiig him to give evidence. The chief officer and third officer gave evidence, and the inquiry was adjourned till Monday.