96 F. 348 | D. Wash. | 1899
For services in rescuing the bark Sir Robert Fernie from a situation of peril on the night of November 2-3, 1898, the owners and crew of the steam tug Fairfield have brought this suit to recover salvage. At the time of rendering the services the Fairfield was a new vessel, employed in a general to wing-business about Tacoma Harbor, and in all the waters of Puget Sound and the Straits of Juan de Fuea, having power sufficient to handle a ship of 3,000 tons in ordinary weather. Her value was about §12,-000; her usual complement of officers and men consisted of a captain, mate, engineer, fireman, one deck hand, and a boy;- and her average earnings were §50 per day. At the time of being called to assist the Sir Robert Fernie the engineer and deck hand were absent, but the engineer joined the vessel in the manner hereinafter related in time to relieve the fireman, who had been, during the night’s experiences, doing all the work in the engine room. The Bir Robert Fernie is a large, steel-hull, four-masted bark, nine years old at the time of the occurrence, and worth, as near as I can estimate her value, from §75,000 to §100,000. She was loaded with a cargo of 3,910 long tons of wheat, of the value of §96,000, and destined on a voyage around Cape Horn to some port in Great Britain. Being thus loaded, she was moored to a buoy in Tacoma Harbor, awaiting the completion of a new windlass to replace her old one, which had been taken out on account of being- damaged and unserviceable. Her steam winch was out of order, so that during the night in question she had no means of handling chain cables. Besides her lack of equipments for contending against the elements, she was not fully manned, only part of her usual complement of able seamen being on board, and ber officers seemed to have but little confidence in the loyalty of the men she did have. It is proved by statements afterwards made by her captain, and also hv the answer verified by Mm, that one of the most important acts of seamanship during the night was performed by the ship’s cook; and it is made a matter of record in the ship’s log, written by the first mate, and signed by the captain, three mates, and two able seamen, that in heaving the sounding line it parted, and about 70 fathoms of line was lost; and on examination of that part of the line which remained on the reel it was found that the line had been cut at the place where it parted, and also cut in other places, by some person, maliciously. There was considerable delay in some of tbe importan!: operations during the night, which the captain ascribed to the unwillingness of his men, and he expressed his belief that they had tried to run the ship ashore. The buoy to which the ship was moored was placed in the harbor for the accommodation of ships by the city government, and consisted of a raft, attached to a 5,509-pound anchor by 00 fathoms of chain cable, weighing 15,000 pounds. When tbe buoy was picked up, it was found that tbe chain cable had become unshackled, or had parted, near tbe anchor, for about 60 fathoms of chain was still appended to the log raft. This had been dragged by the ship across the bay to a place less than one-fourth of a mile from the north shore, where the depth of the water is only about 50 feet. At that place the chain dragging on the bottom must have held the ship’s head so that the wind would make her siring shore
In such weather the water would necessarily be rough, and the testimony shows that the doors of the engine room of the Fairfield had to be kept shut to keep the water which was breaking over the sides of the steamer from flooding the engine room. And yet in the face of these incontrovertible facts the captain of the Sir Robert Fernie and his subordinate officers and the seamen whom he called as witnesses have endeavored to minimize the merit of the services rendered by the libelants by swearing that the weather was fine, with only light breezes with occasional puffs, which amounted to nothing, and that there was no sea on; Oapt. Cannon himself going to the extreme of absurd prevarication by swearing that at about 2:30 a. m., when the ship was finally brought to a place of safety, and moored, there was no wind, and the water was smooth as oil. The testimony of these witnesses appears to be so untrustworthy that I reject it entirely as to all matters in which they contradict other witnesses. During the fiercest part of the gale — about 9:30 p. m. — the ship was discovered to be drifting, and as soon as practicable the captain dispatched a boat’s crew to request the Fairfield to come to his relief, and at the same time blue lights were burned as a signal. Those on board the Fairfield responded with commendable promptness, not waiting to send for the engineer, but went out in the gale as soon as sufficient steam could be made, arriving alongside of the ship on the weather side between 10 o’clock and 10:30. Instead of taking, the towline which the tug was ready to pass on board, Capt. Cannon requested that the tug come alongside, and that her captain should come on board his ship for consultation. As the result of the consultation which was held, more blue lights were burned as a signal of distress, and the ship’s boat crew was again sent ashore, accompanied