The Seattle post-intelligencer. [volume] (Seattle, Wash. Terr. [Wash.]) 1888-1914, 1892-02-29
FRISTAD TO BLAME.
Steamer Inspectors Decide on
Premier Collision.
THE sARK'S LIGHT TOO DIM.
Her Lookout Not Good and the Premier
Observed All Ruies-New and Inn
portant Laws Involved.

The local board of United States in
| spectors of steam vessels has rem
dered decision generating the steamer
Premier from all blame for her collision
with the Norwegian bark Fristad in Port
Townsend bay on Februaryl. The Fristad
is held responsible for the accident by
reason of the fact that her lookout was not
attending to his duty and her anchor light
was so dim that it was impossible to see 1t
at any distance, though it was a clear,
dark night.
The decision is an important one from
the fact that the Fristad is q foreign vessel
and all the Norwegian vice cOnsuls did
what they could to have her side fully ex-
planned to the board. The investigation
took several days, the testimony of the
crew of the Fristad having to be taken
through an interpreter Both sides were
represented by counsel, Z. c. Hughes ap-
pearing for the steamer and HUMPHREYS &
Lewis for the Fristad. Following is the
substance of the decision:
The bark Fristad arrived in Port Townsend
bay from San Diego on January 80 and was
anchored on the ballast ground. The same day
the captain received orders 10 proceed to Port
Bakeley to load lumber for Australia, but in
tending to discharge portion OF his ballast, he
on the evening OF January 81 the anchor watch
was set and the captains orders were to keepa
good lookout and keep the light burning moth
ing more. This order was repeated by the mate
to the men and from watch to watch until 3
O'Clock in the morning. The captain and other
officers turned in" and did not appear on deck
again until o'clock in the morning shortly
after the collision. The lantern exhibited in
testimony as the one used for the light
on the vessel was of sufficient
size and quality to be used for such purpose.
1t appears the light had grown dim and was not
burning as brightly when the last watch came
on deck as it bad been during the early part of
the night, and shortly after the collision oc-
Cured 1t was taken down and trimmed and the
globe cleaned by the mate. The light was hung
in the customary place-the starboard forerig-
ging-and at proper elevation above the hull.
None OF the watch looked at the compass or no.
ticed the direction in which the vessel was
heading during the night until after the COLI
sion. The bark was lying little south of
line drawn between Marrowstone point and
Point Hudson, and was nearly one mile off
shore swinging to her anchor in twenty-five
fathoms OF water. There was flood tide and
moderate northwest breeze The night was
dark, but the lights in Port Townsend could be
seen from the vessel, distance of one mile.
The steamer Premier entering the harbor,
bound from Seattle to Port Townsend. Pilot
L. V. Rugar was at the wheel, and a man on the
lookout on the upper deck forward. When
rounding the point, Captain Giiboy was called
and promptly appeared on deck and relieved the
pilot. The steamer was steering her usual
course. west by south, the lookout was at his
post, the captain was looking out OF the window
of the piot-house through his night glasses, the
quartermaster at the whesl watching the
course of the vessel by the compass and by
range light ahead, the pilot was still in the pi-
dollhouse, aud Captain Thomas Brennan,
passenger. was on the deck TOR
ward looking around, when suddenly
the Frstad s masts and hull appeared directly
i'll the steamers course. The lookout shouted
and AT the same time Captain Gi!boy sighted
the vessel and ordered the helm hard TO star
board, stopped the engines and IA NJ for full
speed astern. This was all done instantly and
all those who were in POSITION TO see from the
steamer say positively they could see no light
on the bark until after the steamer struck her,
after which u dim light could be seen il the
starboard fo5crggipg Both vessels were evil
IDENTIFY heading the same way, as the steamer
struck the bark in the stern head on nearly
SO. Alter the bark was sighted the steamer
too close TO change her course materially before
the collision occurred. When ship under way
comes in collision with one at anchor,
it is presumed that the former is to
blame, though the burden OF proof rests
w.th the latter. The man who had been on
watch on the Fristad had called the 5 O'Clock
watch, and both men were engaged in converse
ton on the main deck forward of the house
when they felt the shock from the collision.
Neitaer of them saw the steamer or her lights
until then.
Section i,23i OF the Revised Statutes OF the
United States requires all vessels to be fur
nished with proper lights, aad the approach
of any steam vessel during the night 70 show
lighted torch upon that point quarter toward
which the steam vessel may be approaching.
This is international maritime law, and was
practically applied 10 vessels OF all nations in
Europe before being made mandatory by the
United states laws. \ vessel lying
at anchor in a steamers course should
make her position known in some
manner aside from her anchor light, and for
this the sudden flare of the torchlight is the
best TO attract attention.
The officers of the steamer North Pacific testi-
fed that their steamer passed the bark at 2:S)
o'clock and that the light was so dim they did
not see il until she was right abcam of the bark
Bat Christian Anderson, who had the watch on
the bark when the North Pacific went by, tcsti-
fed that he did not see her go By nor even hear
her, though She passed SO close that her officers
Amos. anticipated the collision which occurred
half al hour later. As the steamer Premier did
not violate any OF the rules OF TIE road, She is
therefore exonerattd from any blame or charge
OF negligence.