ROSLYN TRAMWAY ACCIDENT.
A CHINAMAN KILLED.
FIVE PERSONS INJURED.
A deplorable, accident occurred on the Roslyn Tram Company's cable line this morning. No. 4 car, driven by James McIntosh, (residing in Russell-street), left the Ann street starting point, on the top of the hill, at 9.30, with six; passengers on board. Three more were picked up at Ross street. The car safely reached the engineshed, and went a few yards further towards town, to a point close to the transfer table. Here the passengers were requested to change to No. 7 car, and they did so. No. 7 car was at the time standing on the brakes. McIntosh, the driver, jumped on first, looked at his brakes, saw the passengers safely, on board, and then released the brakes slightly so as to give the car a little more play, intending to pick up the rope a few yards down the line. This was his custom. When first started, the car began to run slowly. She soon began to make more headway, but the driver did not dream of any danger, believing that he could control her with the brakes. This condition of affairs lasted till the car reached the brow of the hill leading into the cutting which is crossed by a footbridge. McIntosh was still confident that he had the vehicle in hand. As proof of this confidence on the driver's part, it may be mentioned that just before coming to the brow of the steep incline he noticed that a boy who was amongst the passengers was about to jump off, and he sang out to the boy something to the effect that it was all right, meaning that he had better hold on. Getting fairly on to the steep incline the car quickly gathered speed, and in fact ran away. The rope had not been caught. At the Cathedral corner one of the three Chinamen who were on board leaped off, and, being thrown against the galvanised iron fence at the back of the Girls' High School ground, he was immediately killed. The driver still believed, in spite of the great speed at which the car was running, that he could control her with the brakes, and to prove this it may be remarked that at the Shamrock corner he actually took some of the pressure off the slipper brake, thinking that the car would thereby run easier round that curve. This was almost at the moment of the car's overturning. She came sharply round, on her broad side, away from Curtis's shop, and overset in the middle of the road, imprisoning the driver and the passengers who had hung on during the sensational descent. Numbers of willing hands from the crowd lifted the car off the persons underneath her, and it was found that they had all escaped with their lives; in fact, considering the circumstances, marvellously little injury was done, though, of course, all concerned were more or less shaken.
The cause of the transference of the passengers from No. 4 car was that the company's blacksmith, James Reid, wanted to overhaul her. No. 7 was one of the ordinary cars, and had been running for some time, and was in perfect order. Even after the accident the brakes were tested and found to work all right.
James McIntosh, the driver, has been in the company's service for about twelve months, and for nine months has been in the position of driver. During this time he has met with no mishap of any importance, and we have the authority of Mr Hugh McColl, the company's track and traffic foreman, for saying that McIntosh was looked upon as one of their best men. He is a strong man, between twenty-three and twenty-four years of age, active, and thoroughly acquainted with his work. He hung on to his post to the very last, and by all accounts kept quite cool. When seen by one of our reporters this morning, a couple of hours after the accident, he had recovered from the dazed condition in which he was when picked up, and was able to dictate his account of the occurrence. His only injury is a bruised hip. There was another of the company's hands on the car at the time — Henry Downes, a car cleaner., He had just finished cleaning No. 7, and took his passage on her to town.
AT THE HOSPITAL. Four of the nine passengers were conveyed from the car to the hospital, where they were treated. They are Miss Alexandrina Mathieson (who lives in Kaikorai with her married sister), Mrs Moore, Miss Katharine Moore (aged about eighteen years, who is supposed to be a neice of the former and who lives in the same locality), Kin Hay (who was a gardener in the employ of Sun Duck, gardener, of Kaikorai), and Lai Ling (who works at the same garden).
The Chinaman Kin Hay. who is said to nave jumped off the car as it came down the hill at full speed, was killed — in fact, death must have been instantaneous. From all accounts he made a flying leap off the car just below the Cathedral, landing with terrific force upon the galvanised iron fence which is at the side of the road. His skull was fractured, a great piece of bone about 3in long and 1in broad being knocked out. The wound is about 7in long, and wide, the grey brain within being exposed. The spot where the unfortunate man was thrown presented a gruesome appearance.
Miss Mathieson remained in the car to the end. She has sustained a severe shock, and, in addition, has received injuries to her spine and the rear of her chest, from which, however, no serious consequences are apprehended.
Miss Moore is still unconscious. She has sustained slight concussion of the brain and some injuries to the skull; but at present no dangerous developments are feared.
The other Chinaman in hospital, Lai Ling, has concussion of the brain and some scalp wounds. He also suffers from general shock. He is semi-conscious at present, but hopes are entertained of his recovery. He was identified, as also was his less fortunate countryman, by two Chinamen who came to the hospital for this purpose.
Harry Downes, the cleaner who was on board the car, sustained no severe injuries, his only hurts being some bruises on the legs and ankles. He was treated at the hospital, but did not need to remain. There was a third Chinese passenger, who apparently escaped unhurt, as he did not go to the hospital His name is Lao Goo, and he was employed with his countrymen at Sun Duck's garden.
THE DRIVER'S STATEMENT. The driver, McIntosh, made this statement to the police — "I left the station at James street at 9.30 a.m., when I had on board two women, three Chinamen, and a boy. On going down to Ross street I picked up three more men. Two of these I knew — Mr Ewing and Mr Philp. We came down as far as the old sheds. The blacksmith told me to take the car that was standing in front of me, as he wanted to have a look at the one I was driving. All the passengers transferred to the other car. The car cleaner was on the car. He said: "I'll put the rope in." I replied: "All right, Harry (the cleaner's name being Harry Downes) I'll run down a bit, go as you can put it in easier." It is quite a usual thing to run down about 200 yds from the old sheds before gripping the rope. I felt the car going a little faster than usual, so I put on more brake power but it had no effect. Opposite the Cathedral one of the Chinamen jumped off. So far as I could see, none of the rest jumped off till the car capsized after turning the corner.
Interviewed by our reporter, James McIntosh gave the following account of the occurrence: — "It was the 9.30 car from the top, from Ann street. We started with six passengers, and picked up three more in Ross street, so there were nine of them when we got to the old engine-house. There I found another car waiting for me, on the lower side of the transfer table. The passengers were requested to change into this other car. Reid, the blacksmith, had told me earlier in the morning that he wanted to look at my car— meaning No. 4 — and he told me to leave it at the transfer table and take No. 7, which he had just put off the side fails after giving her a thorough overhauling. This No. 7 car was standing on the brakes on the lower side of the transfer table. The passengers all changed on to No. 7. I jumped on her first. As soon as I got on I looked and found both the brakes all right. I found that by trying them. I thought the slipper brake would require a little more pressure, and I gave it the nectary pressure. That is done by screwing a small hand wheel. That is the ordinary and every-day sort of thing. All us drivers do it so as to have the brake to suit ourselves. It is the custom for us — it is my custom, anyway — to run on the brakes down to about the path that crosses the line, about sixty or seventy feet. I did this, letting her go slowly, and then I went to pull her up, but found she did not work very well. I started to pull her up all the way down. I was working the brakes all the way down. Just before coming to the brow, entering the cutting, I saw a boy going to jump off; and I said to him that it would be all right if he hung on. She was going very slow, and I thought she was going to stop. I thought I had her fully in hand. When we got over the brow she started off full speed. I still felt that I could manage her, I kept working the brakes all down as far as the Cathedral. After coming round that curve I saw a Chinaman jump off. There were three of them. The other two stuck to the car. After that I started to use the dolphin striker — a brake that we keep in case of emergency. It goes between the slot rails in the form of a wedge, which can be driven down with a powerful screw lever. I had taken about three turns out of it when we were close on to the blacksmith's shop, I thought I would not put any more on, but I would chance the other brakes taking her round the Shamrock corner. I thought I could trust to taking her round the Shamrock curve safely on the brakes. Coming round the Shamrock corner I loosened the slipper brake, thinking by that means to make sure of her keeping on the rails. She kept on all right till on to the curve. After passing the Shamrock she went off the rails and went on to her side in the middle of the road. I hung on to her to the finish, and got pinned underneath, but somehow or other she never touched me."
THE PASSENGERS' STATEMENTS. Mr W. J. Bolam, manager of the New Zealand Insurance Company, on being interviewed by a member of our staff at his office, said: "I left home this morning for the office, and caught the 9.30 tram at Ross street. Everything went all right for the first part of the journey. When we reached the old engine shed the passengers transferred on to another car, which was in waiting. Mr L. G. Reeves, Mr Philp (of Roslyn), and myself got into the front compartment. I am not sure where the other passengers were seated. I think Mr Ewing and three Chinamen took their seats on the side of the car facing the north, and two ladies sat in the back compartment. The rope was not put on the gripper at the old engine shed. The cleaner, I understand, was preparing to put the rope on the gripper, but for some reason or other this was not done. I think it was understood that the rope was to be fixed when we got a little farther down the line. At any rate we started, and after going a little way —some distance above the bridge — the brakes failed to work. Then the car went down the hill like lightning. I was sitting with my back to the driver, and did not see the Chinaman jump off. I kept my eyes in front, and prepared for the worst. I stretched my legs out and put them under the seat in front of me and held on hard, so as to be prepared for the jolt. The car continued to race down the hill at full speed. I thought that when we reached Arthur street the brakes might work, but this was not to be, and we hung on like grim death. It was an experience I will never forget. Mr Philp did not know how to save himself, and slipped on to my knees. It then struck me if I kept my legs stretched out they might get broken, so I pulled my legs in. When the car reached the inside curve at the Shamrock Hotel it rose on its end, and then turned over flat on its side, falling in the direction of the Crown Hotel. We were all in a heap inside our compartment, and when I picked myself up I made straight for Scoullar and Chisholm's warehouse. I received a nasty shaking, but was not badly injured. Two of the joints of my hand were cut, and I had one of the nails of my fingers scratched. My leg was bruised, and it is still a bit sore. Mr Reeves escaped with a few scratches, and Mr Philp was cut about the head. I did not wait to see how any of the other passengers fared. I felt sick, and got away from the scene as quickly as possible. There was no conductor on the car. The driver always collects the fares in the morning. The brakes were put on hard all the way, but they seemed to have no power. The lines were very greasy, and that might have accounted in some way for the brakes failing to act. Before starting I saw the driver tighten up something — I suppose it had reference to the brake.
Mr John Philp, who was a passenger from the top of the hill, says that the car was uncontrollable from the start from the old engine-house. Apparently neither the grip nor the brakes would act. He states that there were nine passengers. He remained in the car till it reached the bottom of the hill, and the force of the impact drove him against the woodwork, with the result that he sustained a deep cut on the left cheek and another on the left eyebrow. His right arm is not broken, but it was severely hurt. He also received a blow upon the right side, in the ribs.
Mr Ralph Ewing, of Roslyn, thus narrates what happened: — I came to town by the 9.30 a.m. car, picking it up at my own gate at Ross street, which is a stopping place. I occupied a seat on the open side (facing the east) of the car, which was opposite my own side of the street, and had alongside of me two Chinese whom I knew to be employed at Sonntag's garden in the Kaikorai; and opposite to me two ladies were already seated. We proceeded without any misadventure as far as the old engine sheds, where we were asked to change cars, and did so. I took my place, still on the eastern side, after the other passengers were seated, and had still one of the Chinamen as my fellow-passenger, tho other having apparently taken a seat at the rear. The two ladies, who were evidently relatives or near neighbors, occupied seats on the opposite (western) side of the car to me, whilst in front were Mr Bolam (manager of the New Zealand Insurance Company), Mr Philp (of Roslyn), and Mr L. G. Reeves (sharebroker). A boy and the second Chinaman were in the rear. There were in all nine passengers. At the old shed Driver McIntosh took charge of our car, and, as is customary, when all was ready for resuming the journey another of the company's employes came aboard with a long iron hook for the purpose of giving the rope to the driver. McIntosh said to the other man — I heard him distinctly: "I'll stop on the brow of the hill a little further down and take the rope from you then." So we started, the other man still on the car with the iron hook in his hand. McIntosh ought never to have started before he had gripped his rope, and I believe that this is one of the most particular orders issued by the company to their drivers. No sooner had McIntosh started than I noticed that he was working his two brakes for all he was worth, and that despite all his efforts he had lost control over his car, which was gathering momentum at an alarming pace. I saw now that an accident was inevitable, and at once made up my mind to stick to the car come what might. I saw the little fellow at the back jump off just as we entered the cutting, and I heard both the driver and the other man shout out and warn the other passengers not to jump. So quickly had we gathered way that we seemed to pass Rattray street like a streak of lightning. The marvel to me was how the car kept to the rails there or at the curve opposite the Cathedral, which we passed at a desperate rate. The Chinaman is said to have jumped off at the Cathedral corner, but I did not see him do so. My thoughts were intent on keeping my own position, and I looked straight ahead, keeping a tight grip with both hands on the iron bars near me, otherwise I must have been thrown off the car, which meant instantaneous death to me, as it did to the unfortunate Chinaman. From the manner in which the car tore down Rattray street I thought we should have gone to the bottom, but that did not happen. The car came to a standstill at the points just below the Shamrock Hotel, where it overturned on its broadside. I was the only person inside, and I was miraculously thrown clear of all the gear. The man who had offered to give the rope to the driver when we started was inside alongside of me, with the car lying on top of him and calling out piteously for assistance; he was pinioned by the legs. My own escape was extraordinary. When picked up I was covered with mud and dirt, but except a knock on the back and a general shaking I do not know if I am much the worse or not. I was taken into Laidlaw and Gray's, where I received immediate attention, for which I am truly grateful, and I was afterwards examined at Mr Marshall's chemist shop by Dr Stephenson, who reported that I had received a considerable shock to my nervous system, and that I had a large swelling on my back. It was indeed most fortunate that none of the other passengers attempted to jump from the car after we had "bolted," for to have done so meant certain death, so great was the speed we travelled at after emerging from the cutting. I have no hesitation whatever in saying that the accident was wholly and solely due to the failure of the driver to secure the rope before starting — an act of negligence in ordinary circumstances, as I have already said, but doubly so considering the slippery state of the rails this morning.
Mr L. G. Reeves, who escaped with a shaking, was asked pointedly by one of our staff whether he noticed the way the driver shaped, and he answered that he did — that McIntosh kept cool throughout, and seemed to be doing his best. Mr Reeves added that when the emergency brake was applied, the speed of the car seemed to slacken.
LATEST. On making inquiries at the hospital at a quarter to four this afternoon we were informed that there has been no material change in the state of the patients. Miss Moore has partially recovered consciousness, and the other patients are doing as well as can be expected.
To-day's accident will call to mind somewhat similar mishap which occurred on the same line on the night of Saturday, April 23,1881, just two months after the line had been opened. The 11.30 p.m. down car had started on its journey, and everything went well until the car had rounded the bend where Smith street joins Rattray street, when, owing to the side strain on the rope, it slipped from the hold of the gripper, and before the brakes could be applied the car had commenced to run down hill, and gained in impetus as it progressed, until, with fearful velocity, it tore down to the terminus at the foot of Rattray street. The fifteen passengers — most of them jumped off before reaching the bottom — were all more or less injured, and one, Thomas Garrett, sustained fatal injuries. -Evening Star, 17/10/1900.
ROSLYN TRAMWAY ACCIDENT.
THE INQUEST ON KIN HAY.
An inquest was held at the hospital at two o’clock this afternoon before Mr Coroner Graham and a jury of six (of whom Mr W. Scott was chosen foreman) on the body of the Chinaman Kin Hay, one of the victims of the accident on the Roslyn Tramway Company’s line on Saturday morning.
Sub-inspector Kiely represented the police, and several of the directors of the tramway company were in attendance, including the Hon. J. MacGregor, Mr Haggitt, Mr Duncan, and Mr A. C. Begg. Mr A. C. Hanlon appeared for the driver of the car (James McIntosh).
The first witness called was
Chan Shing, cousin of deceased, who gave evidence as to identification. Witness said that deceased was a gardener at the Kaikorai. He was a married man, his wife living in China. He had been here about twenty years, having paid one visit to China in that time.
Dr O’Neill, house surgeon at the Dunedin Hospital, deposed that the body of deceased was brought to the hospital on Saturday morning. He examined it on arrival, and found that deceased had been dead a short time. His injuries consisted of a large lacerated wound on the fore part of the scalp on the right side, about 7 or 8 inches long. It reached to the outer part of the right orbit. Beneath this wound the frontal bone was completely smashed in and the brain exposed. There was a considerable loss of brain substance. There was bleeding from the left ear and from the month, pointing to a fracture of the base of the skull as well. These were practically the only injuries of any importance. He had a few scratches about the hands and knees. The injuries were sufficient to cause instantaneous death.
The Coroner was about to call the driver, when
Mr Hanlon said: This is the driver of the car, and at this stage I don’t think it would be right that he should be called to give evidence. I may think it prudent at a later stage of the proceedings to allow him to answer certain questions that might be put to him if you, sir, think it desirable. In the meantime I don’t think it would he proper for him to be called to give evidence in face of certain statements made in the Press.
The Coroner: Of course. I have a right to call him.
Mr Hanlon: Yes, and he has a right to refuse to answer questions on the ground that they might incriminate him. He claims protection just now.
The Coroner: Very well; it will be just as well to let him stand down at present.
William Isaac Bolam, underwriter, and manager of the New Zealand Insurance Company, residing at Ross street, Roslyn, said that he left Roslyn by the 9.30 a m. tram to town on Saturday. He got on the car with Mr Reeves opposite Bruce street. At the foot of Ross street they picked up Mr Ewing, and proceeded to the old engine-shed, where they were requested to change cars, which they did. Previous to starting the driver tried the brake, and before proceeding he saw him turn a wheel at his right foot, which he took to have reference to the brake. Witness was seated in the front compartment with Mr Reeves and Mr Philp. Mr Ewing sat on the north side of the car. Witness noticed the cleaner with the iron hook on the step at the entrance to the back compartment on the north side. They proceeded without picking up the rope, and before reaching the brow of the hill witness noticed that the car was not answering to the brakes, which were applied to the fullest extent. Witness had one foot on the step to jump out at the brow of the hill, but was called back by Mr Reeves. No attempt was made to pick up the rope after starting. After getting over the brow of the hill witness knew that there was no chance of stopping the car with the brakes, so he stuck tight to his seat, and held on. The speed at which the car was travelling rendered it unsafe for anyone to jump off. He did not see the Chinaman jump off. He prepared for the jolt at the foot of the hill. On getting to the curve at the Shamrock Hotel the car rose on its end and fell on its side. Witness frequently came down on the car in the mornings. He had never changed cars at the old engine-shed before, but had always gone straight on. He heard nothing said to the driver of the car. When they used to start from the old engine-shed the rope was always picked up before starting.
To the sub-inspector: He had been travelling on this line regularly for two years, and this was the only time they started below the transfer table without first taking a grip of the rope. He believed that the car ran away through them not picking up the rope. It did not travel very fast until it got over the brow of the hill. The brakes were not sufficient to pull the car up. The driver kept his head, and could not have done any more than he did.
To a juryman: The cars carried sandboxes, but he did not notice whether any sand was used that morning.
To Mr Hanlon: Before the line was extended the rope used to be picked up below the table. Since the line had been extended he had never seen it picked up there. He could not say whether it was possible or not to pick up the rope, even at a standstill, at the old engine shed since the line had been extended. The driver, he thought, should have asked the cleaner to pick up the rope before starting. The driver could not have done any more than he did after the car got into motion.
To Mr Duncan: The cleaner, he thought, got on the car on the back step on the north side of the car. Witness was sitting in the front compartment facing downhill.
Arthur Meiklejohn, aged fourteen, attending the Kaikorai School, said that he joined the 9.30 tram at Hart street, and changed cars at the old station. He saw three Chinamen on the car. They started from the old engine shed, the brakes being loosened to give the car way. The car was not on the cable then. Witness thought that the car was going too quick, and jumped off to the side of the bank, a little above the bridge. Someone said to him “Sit still.” Witness followed down after the car, and saw the Chinaman lying on the pavement, but did not see him jump off the car.
To Mr Hanlon; He had travelled a good deal on the care. The car did not have a hold of the rope when it started. He knew that, because a man always lifted the rope on to the gripper. He had never been on a car when it started from the old station. That was the first time he had ever changed cars at that particular place.
James O’Malley, a Roman Catholic priest, residing at the Bishop’s Palace, said that he was walking up and down the porch of the Cathedral on Saturday morning when his attention was attracted by what seemed to him the unusual noise of the car. He looked in front of the Cathedral, and saw deceased moving rapidly headlong on the ground, partly on his hands and feet, in the direction of the Girls’ High School. He had the appearance of being propelled with considerable force. His head struck the enclosure at the Girls’ High School. His body on striking the fence rebounded about a yard, and rolled down the hill about two yards. The body finally lay supine, and somewhat contracted. Blood was rushing rapidly and in a large quantity from the Chinaman’s mouth. He was lifted up by a woman. The car was going very rapidly, and he was unable to distinguish anyone on it. The Chinaman had left the car when witness saw him, so that he could not say whether he jumped off or was thrown off. In his opinion, the Chinaman left the car before it came to the curve.
The Sub-inspector said that the police intended calling Mr Downes, the cleaner, but his injuries were so severe that he was unable to attend. Mr Ewing, a passenger, was also too unwell to attend.
At the request of Mr Duncan, George McLean, an engineer, and acting manager at Cousin and Black’s, was next called. His firm had been employed by the Roslyn Tramway Company from time to time. He had been specially employed turning out grippers and brake gear for the company, he saw the car after the accident happened, and examined the broken grippers. There were no defects in the material whatever. The broken parts were quite clean. He examined the car on Saturday evening, and tried the various levers. He first of all tried the slipper brake lever, and found it in fully efficient working order. The wheel brake was also in good order. There were new brake blocks on the front, wheels, and the back ones were worn a little, but not sufficiently so to affect efficiency. He noticed the sand box on the car, about three parts full of free-running sand. He also kicked the lever, and the sand started running. He noticed an emergency brake, which from appearances had been used with considerable force. At the best the brakes could only hold the wheels, and then the whole thing became a sledge. He was astonished to see the car so intact. He expected to find the bottom of it knocked out. Once there was great velocity on the car he doubted if any brakes would stop it. [This witness was under examination at four o’clock.]
The patients at the hospital, Miss A. Matheson, Miss K. Moore, and Lai Ling, the Chinaman, are conscious and progressing towards recovery. Mr John Philp, who was one of the passengers by the car, has received a severe shock to his system, and had to be attended by Dr Colquhoun. Being an old man, the excitement has also affected his nerves, and this morning he was apparently much worse, as Dr Colquhoun was hastily summoned to attend him. -Evening Star, 29/10/1900.
ROSLYN TRAM ACCIDENT.
THE INQUEST ADJOURNED.
The following concludes our report of the inquest held yesterday afternoon on the body Kin Hay, one of the victims of the Roslyn tram accident:
Hugh William McColl, traffic manager of the Roslyn Tram Company, gave evidence that he arrived on the scene shortly after the accident. The car was lying across the rails. Ho got the car turned round, placed on the rails, and taken up the hill. It was necessary to take it up to the end of James street and bring it back to the transfer table. In bringing it down it was necessary to bring it down on the brakes, the gripper being broken off. Gripman Jamieson brought it down from James street to Ann street, and thence to the old engine-house. The brakes worked all right. When she was put on the rails after the capsize he took her down to the terminus, and found the brakes working all right. He was with Mr McLean when he examined the car. Witness drew his attention to the dolphin brake, and they found a mark on it showing that it had rubbed on the slot, one and a-half inches from the bottom of the wedge. The part that was rubbing on the slot was an inch an diameter. It showed that the brake had just entered the slot one-sixteenth of an inch on each side. Before this would act as a brake the wedge would require to have been pressed in about 2in further in the slot. The dolphin brake was so constructed as to allow of that being done. It could have gone about 2in further, and that would have stopped the car. Witness was thirteen years as gripman on the line. The brakes were in perfect order when he examined them, and the lever for the sand boxes was also in good order. The test of the brakes from, where the accident happened to the terminus in Rattray street, and also from Ann street, Roslyn, to the old engine-house, was a fair test of the efficiency of the brakes, although the grade was not so great as lower down.
To a Juryman: If the dolphin brake had, been properly used by the driver he did not think that the accident would have happened.
To the Coroner: All the drivers were provided with a rule book. Before the extension took place they were never supposed to leave the transfer table without the rope. There were definite instructions to that effect. There had been no alterations in these instructions since. It was a standing instruction that the drivers were not to start down hill without the rope. It had been their habit to move down a little way from the transfer table to pick up the rope. There was nothing to prevent the driver picking up the rope before he left the transfer table.
To Mr Hanlon: No. 7 was the car which met with the accident. It was the heaviest of all the cars. It would be about 3cwt heavier than the others.
Mr Hanlon: Not more?
Witness: I would not be certain.
In answer to further questions by Mr Hanlon witness said that he examined the car after the accident. He noticed that there was a piece — about 2in — broken off one of the flanges of the wheel. That would not affect the efficiency of the wheel brake. The cars as a rule were taken off the transfer table and left there for the driver, who was generally there when it was taken off. It was possible to pick up the rope at that particular point. He had never tried it himself. He had seen it done, but could not say absolutely if he had seen it done since the extension. There was no difficulty in doing it before the line was extended, it had been the custom with all the drivers to run the cars on the brakes from the transfer table for a distance of about fifteen or twenty yards before picking up the rope. The rope could not be picked up except when the car was stationary. The driver had to turn away from the gripper and brakes to work the dolphin brake. The other brakes had a ratchet, and it was not necessary to keep hold of them. There was a groove of a sixteenth of an inch in the wedge, and that groove would not act as a brake, but the brake could be wedged in further. He knew that there was a considerable strain at the groove in the line near the transfer table.
Mr Hanlon: Is it possible for the driver to have his hands on his brakes and gripper to work the dolphin brake?
Witness: After he has pulled his brakes on as far as he can get them he is supposed to turn round and work the dolphin.
Mr Hanlon: If the brake were wedged in and another groove formed, he could not always be wedging it further.
Witness: But if it were wedged in further the friction would be greater. It would be jamming all the time.
Mr Hanlon: And the groove would be formed all the more quickly, wouldn’t it?
n reply to further questions witness said that if the dolphin had been properly used ’the car would have been stopped. Any man could screw the wedge down. He was on a car which was stopped in that way. The car came down the grade near the cutting without the rope, and was stopped at the end of it with the ordinary brakes and the dolphin, brake. That was some years ago.
Mr Hanlon: Is it not a fact that the dolphin brake was made for a wooden slot, and now the slot is iron?
Witness: It was made for a slot.
Mr Hanlon: Was it not made for a wooden slot?
Witness: Not necessarily; but when the dolphin brake was made there was a wooden slot.
Mr Hanlon: Now it is iron, and you know the result. Did you ever supply McIntosh with a copy of the rules?
Witness: No, but I understand the secretary did.
Mr Hanlon: But you have undertaken to swear that he was supplied with one. He says he was not, will you contradict him?
Witness: No.
To the Sub-inspcctor; The test he made after the accident would not be a fair test compared with the run down Rattray street with a loaded car. He did not agree with Mr McLean that the car could not be stopped with the brakes when it once got away. On the occasion the car bolted and was stopped with the brakes they had the rope picked up, but the car was pulled up on the brakes.
To a Juryman; Witness had had a few accidents while driving.
To Mr Duncan; The wooden slots had an iron bar on top.
To Mr Hanlon: Witness had not been driving since the iron rails had been put in the line. He did not know, of his own knowledge, that the dolphin would stop the car since the iron rails had been put in. He was speaking of what drivers told him. When he spoke of Dobson stopping the car with the dolphin it was since the iron rails had been put in. He was told that, but had not seen him himself.
The Coroner read rule 22 for gripmen out of “The Rules and Regulations for Conductors, Dummy Engineers, and Other Employes" of the company. The rule was as follows: You will invariably, before starting your dummy from either terminus examine the rope and hb satisfied it is in the proper jaws. If from neglect of this rule traffic is delayed, the gripman will he held responsihle for any loss, besides being liable fo fine and dismissal.”
James McIntosh said that he was in charge of the car which met with the accident. He changed cars at the old station, where the blacksmith asked him to take the car in front of him. He asked the passengers to transfer from No. 4 to No. 7. Witness got into the car and looked at the brakes to see if they were working all right. He found that here was not enough slipper on, so he screwed some more on by turning a small wheel with a screw attached to it. The cleaner, who was standing at the car at the time, said; “Will I put the rope in for you, Jim?” Witness said: “Yes, Harry, when we get a few yards further down,” it being a matter of impossibility to put the rope in immediately after the car came off the table. It had been the custom of the drivers ever since the new construction to run down fifteen or twenty yards to put the rope in. After proceeding down as far as the footpath — about 20yds — he noticed that the car was not working so easily as he expected, so he put on more brake power, which was done by applying two levers. One acted on the s1ipper and the other on the wheels. That seemed to have the effect of steadying her. He thought that she was going to stop about 15yds off the brow of the hill. Before reaching that distance she seemed to go faster, and was over the hill like a flash of lightning. He put all the power he could on when coming down the grade. When he got to about Clarke’s boot shop, at Arthur street he let go the whole brake, and applied it again with both hands. He also tightened the slipper up, but it seemed it have no effect. He was releasing the brakes and pulling them on again as far as the Cathedral, when he started to use the dolphin, but it did not have any effect. In fact, after he had got it so far he found it so hard work that he could not get it any further in the slot in the position he was standing. He turned sideways on while using the dolphin, and started to use the lever brakes again. Just before coming to the Shamrock Hotel he slackened the slipper brake a little, thinking that that would help to keep her on the line. Immediately afterwards she upset. The Chinaman, as far as he could see, jumped off the car just before coming to the curve at St. Joseph’s Cathedral.
To a juryman: It was the custom of the drivers to run the cars down before the rope was put on the gripper.
To Mr Hanlon: He had never been supplied with a book of rules, and had never read them. He defied any man to lift the rope at the table. He had more practice than any other man in lifting the rope into the gripper, and he would swear that it could not be lifted. Other drivers also ran down a little way before they picked up the rope. Witness tried to kick the sand lever with his foot, but he did not know whether the sand came out on the line or not. He was using both brakes, and could not leave the slipper brake, or the car would have gov more way on. He put on the dolphin brake, but it had no effect. It would have sawn the dolphin right through at the rate the car was going. It was impossible to get much weight on the dolphin car from where the driver had to stand. The only way to use the dolphin was to leave the brakes and stoop to work it.
To a juryman: He could not account for the accident happening on this occasion. He was not supposed to take that car at all. It was the heaviest car and the worst braking car on the line.
To Mr Duncan: He thought that the car might have commenced to slide slightly, and then before he knew where he was she shot away like lightning. He applied the dolphin before the Chinaman jumped off. If he had applied the dolphin before he got over the cutting it would have made no difference. The car was standing a few yards down from the transfer table. He never saw Downes run a car off the transfer trolly. He found the car there for him. Downes said he would put the rope in, but it was impossible for him to do so there. If Downes said that he took the car down to the place where witness could have got the rope he would contradict him.
Sub-inspector Kiely said the passengers who were now ill might like to give evidence later on. There were two ladies in the hospital, and Mr Ewing and Mr Downes.
Mr Duncan: The company would like to have Downes called.
Mr Hanlon: There is another man here to-day who has been a driver on the company’s line for some years, and he will tell the jury that it is a matter of impossibility to put the rope in to the gripper at the transfer table, and that it has been the custom ever since the line was extended to let the gripper man jump on the car and go down a few yards with it.
Mr Duncan said Downes knew where the car was put, and before his evidence was got the jury did not know whether the evidence of Mr Hanlon’s witness would be of any use.
A Juryman: I think it very necessary to have the evidence of Mr Downes, but I don’t think it necessary to have the evidence Mr Hanlon wishes to bring before us now. I think we have had ample evidence on that point.
Mr Hanlon observed that there was a conflict of evidence on the point. After further discussion it was decided to call the witness spoken of by Mr Hanlon.
William James Wilson, driver on the Dunedin Kaikorai Tramway Company, said that he was in the employ of the Roslyn Company for over three years. It had always been the custom of the drivers on the line to run their car 15 to 20 yards below the table to pick up the rope. It could be picked up about 15 yards down from the table. If a man tried to do so any nearer to the table he was liable to strain himself. He had seen McIntosh thrown up against the side of the car in attempting it. The curve at that part of the line made a considerable strain on the rope. He tried to lift the rope at 5 or 10 yards from the table that day, but could only lift it 3in or 4in without hurting himself. That was not sufficient to put it in the grip. It was the usual custom for a servant of the company to say “Run down a little further aud I’ll put the rope in for you.”
To a juryman; As a driver he had always run the car down 15 to 20 yards to pick up the rope.
To Mr Duncan: If the car was down the 20 yards the rope could be picked up. In picking up the rope that morning he was not on the car. He only had a hook, it was possible to lower the gripper on No. 7 car when he was in the company’s employ. It could be lowered 9in or l0in, and then a man of ordinary strength could get the gripper in. If the gripper had been lowered at the transfer table Downes could have put the rope in the gripper. If Mcntosh lowered the gripper, and the car was higher than Downes said it was, the rope could not have been put in the gripper, but it might have been done where Downes is alleged to have said the car was standing — namely, 15 or 20 yards away. If the gripper had been lowered the rope could have been put in even up to 5 or 10 yards from the transfer table.
Mr Duncan stated that the company were ready to give a physical test of a man’s ability to pick up the rope at the table.
The jury expressed the opinion that it would be wise to have the evidence of Downes, and the inquest was adjourned till two o’clock that day week at the Magistrate’s Court. -Evening Star, 30/10/1900.
THE ROSLYN TRAMWAY ACCIDENT.
INQUEST ON KIN HAY RESUMED.
Mr C. C. Graham, coroner, sat at the Magistrate's Court at 2 p.m. to-day, presiding at the inquest which was begun on the 29th October with the view of ascertaining how Kin Hay met his death.
Mr J. F. M. Fraser appeared on behalf of the police, Mr Elmslie (for Mr Hanlon) - watched the proceedings in the interests of the driver. (James McIntosh), and Mr P. Duncan represented the company.
James Reid: called and examined by Mr Fraser, said that he was a blacksmith in the employ of the Roslyn Tram Company. His duties were principally to repair the cars. He had also to inspect the running plant. He was the only one whose special duty it was to inspect. No. 7 car had been in his hands for repairs immediately before the accident, and this was its first trip after repair. He did not put new slippers on. If they had wanted attending to he would have done it. He did nothing to the wheel brakes. Could not say for certain, but most probably he tightened the tension. Could not recollect exactly what he did to it. He had facilities for walking under the cars to inspect. He thus inspected No. 7. Could not say how long the slipper brakes had stood. The wood used was white pine. The brakes were in good order. The two front shoes of the wheel brake were new; they-had been on about two days. The shoes on the back were partly worn; they had plenty of gripping power. He looked over the dolphin brake to see if it was right. The dolphin had been used — he could tell by the look that it had been driven into the slot. He inspected a car nearly every day. He inspected No. 7 the night before. He could not say why he inspected that particular car that day. He was not concealing anything. He did use the spanner on it, but could not remember on what part of the car. He saw that the gripper was right. He put a new jaw into the gripper every morning. For that purpose the cars were drawn over a bridge (not necessarily the repairing bridge) every morning. The rope was generally picked up about a car-length from the table. He had nothing to do with the running of the car, but believed he had seen it picked up within 20ft of the table. Could not remember the name of the man who picked it up.
To the jury: The rope could be picked up at the place where the passengers got in. No. 7 was that morning stood two and a-half car lengths from the table. He could not say whether the rope was picked up.
To Mr Duncan: There were four cars, three in use. The one not in use was on the stocks for overhaul. It was in that way that No. 7 was up for inspection, not for any special reason, but for overhaul. The morning of the accident witness asked McIntosh to drop No. 4 and take No. 7. No. 7 had been turned out in proper order. It had not been out of order for any special defect, but simply because it was witness's duty to overhaul it, and he did so. When a car was on the stocks he could get at the under part of the machinery. The change of cars that morning was not at a marked stopping place. The usual picking-up place for passengers was above where they changed that morning. The gripper was not usually taken off the rope at that place. The reason the gripper of this car was not on the rope was because the car was just off the stocks. The only time a driver had to pick up the rope about the transfer table was when there was an exchange of cars. Ordinarily the cars had the gripper on the rope as they came down the hill.
To Mr Elmslie: As there was a car inspected nearly every day, a driver would have to pick up the rope at the table nearly every day. When No. 7 left the stocks that morning there was a piece off the flange of one of the front wheels — a small piece, it might be three inches. He did not put a new wheel on because he did not consider it was required. He had never seen the rope picked up at the transfer table. He did not put a new gripper on that car that morning. He did put in a new jaw.
To Mr Fraser: His wage was 9s a day and overtime.
To Mr Duncan: The car was tried on Saturday. The brakes and mechanism generally were in the same condition as on the day of the accident.
To the jury: The deficiency in the flange would not affect the running of the car.
George D. Robertson (insurance manager) saw the runaway car on the morning of the accident, and the deceased jump from it. Deceased touched the ground firsthand was then thrown against the fence with great velocity.
To Mr Elmslie: He was certain deceased jumped off the car. Deceased let go the car and jumped with his hands forward. Witness's impression was certainly that the man jumped off.
Ralph Ewing (of Roslyn), a passenger at the time, gave evidence respecting the accident, in the course of which he said that, prior to starting, Downe, one of the company's employes, asked the driver whether he should give him the rope, and the driver replied he would get it a little lower down. They moved off slowly on an easy grade, the driver having a hand on each lever, and seeming to be very careful. The car gathered velocity almost from the start. So far as witness could tell the man had both brakes on — he had one lever in each hand, and was pulling on them. So far as witness observed the driver was at work all the time with one hand on each lever. He did not see him put both hands to the lever. After passing the Arthur street point, and finding there was no further hope of pulling up, witness said to himself "We shall all be killed," and he turned round and got a good hold. In turning round his back was to the driver, and he did not know anything more as to what the driver did. There was little or no vibration going round the curve nothing to throw a man off. The deceased must have jumped, though witness did not see him leave the car. Witness had never before changed cars at the transfer table. At the time the line was being doubled witness was warned by one of the drivers that they were going to run down for a week without the rope, and that if he travelled it would be at his own peril, and he did not travel that week.
To Mr Duncan: This was not a stopping place; passengers did not get on there usually; he had never seen them do so before.
To Mr Emslie: He was certain the driver had done all that was possible under the circumstances.
Edward Henry Downes, car-cleaner, was under examination at 4 p.m. He said he had nothing to do with the gripper. He merely cleaned the inside of the cars. No. 7 was on the stocks on the morning of the 27th for about an hour and a-quarter being examined. -Evening Star, 5/11/1900.
The inquest into the death of the victim of the Roslyn tram accident still draws on. It was to have been resumed for the second time on Monday but an application for an adjournment was made and granted. The Public Works Department is having an inspection of the tramway made. As the inspection was not completed that was one reason for an adjournment. Another was that the driver (McIntosh) who brought No. 7 car. down to town when the accident happened wishes to adduce evidence as to another alleged runaway of the same car, and his counsel (Mr Hanlon) had not returned from Christchurch where he had been enjoying himself at the races. When the inquest is resumed again, however, it is to be continued to a finish. So far as the main issue with which the jury is concerned goes, it might have been decided on the first day. It is being obscured by the mass of evidence relating to the practice in regard to the starting and running of the cars. The Roslyn Tramway Company is engaged in endeavouring to throw the responsibility for the accident on the driver. In his turn, he is trying to fix the onus on the company. Meanwhile, Kin Hay, the victim of the accident, is being forgotten, and the fact that there were other persons injured would be in danger of being overlook if were it not for a couple of reminders in the papers yesterday. These supplied the information that the two ladies and the second Chinaman who were taken to the hospital on the day of the accident will shortly be able to leave the institution, and that another passenger (Mr Bolam) who has been attending to his work since the occurrence has been unable to rid himself of the effects of the shock and is, in fact, so prostrated that his doctor has ordered him away for a change. The other passengers who did not receive severe physical injuries went to their beds at the time until they should recover from the shock. They arc better now. Mr Bolam, who tried to battle against the aftereffects, is now worse than they were at any time. It is a repetition of what people experience when there is an epidemic of influenza. One always fares worst in the long run when one tries to combat the grippe. -Mt Ida Chronicle, 16/11/1900.
ROSLYN TRAM ACCIDENT.
THE DRIVER EXONERATED.
At the inquest on the Chinaman Kin Hay, killed in the Roslyn tram accident, Mr Wetherilt continued his evidence after we went to press yesterday.
By Mr Duncan: He did not see the dolphin brake applied on the day of the trial. In both the trials the wheel and slipper brakes did the work. He had never seen a dolphin working, but had seen the effect on one which had been used on the Mornington line. He was not aware that the dolphin brake had been used on the Roslyn line on a snowy night. He did not think this had occurred since the steel slots were introduced. He did not think the dolphin was efficacious, but as an additional precaution he would retain it. In the trial the rope was picked up at the third attempt at 16ft. His reason for not trying the dolphin brake was that he thought the other brakes were quite sufficient.
William Keon, engineer in charge of the power-house of the Roslyn Tramway Company, said it was his duty to look after the tension. He had put on the tension on the 26th October, 3rd and 9th November. He did not remember informing Mr McColl of the last occasion on which he altered the tension. The rope was always tightened up; it was never slackened.
Charles Havill said he drove the car on Wednesday, on the occasion of the trials by Mr Ussher and Mr Wetherilt. In test No. 1 he allowed the car to run on the slipper and the wheel brakes. When the car had got on a certain amount of way he applied the dolphin brake, and had no difficulty in pulling the car up. In the test on the steep grade he stopped the car on the wheel and the slipper brakes, not using the dolphin. He did not use sand, but sand was always relied on on a greasy day. The effect of sand was to cause the slipper brake to grip the rails. The rails were fairly dry on the day of the trials.
By Mr Hanlon: He made three trials in all. On the first test the car would be travelling about five miles an hour, and he stopped her on the l in 7.8 grade. On the second occasion, on the 1 in 5 grade, the car was running at the rope speed, and he stopped her on the wheel and slipper brakes. The third trial was made with the car going at a good speed, and he pulled it up with the slipper and wheel brakes. He could not say if he could have stopped the car with all the brakes if he had been in McIntosh's place on the day of the accident. He would have done all he could to stop her before she reached the steep grade. He would have applied sand, and put on the wheel and slipper brakes.
Joseph Sparrow, senior member of the firm of Joseph Sparrow and Sons, said he saw the tests on the Roslyn tramway line on Wednesday. He confirmed generally the evidence of Mr Ussher and Mr Wetherilt as to the catching up of the rope. Prior to that he inspected the car on the skids. He saw the car pulled up the first time on the dolphin brake. Mr Wetherilt was not on the car then. He did not consider it a difficult matter for one of the employes to catch the rope. The gripman said he could stop the car with the dolphin if it was not going too fast, and the car was brought up with the dolphin in about its own length. He thought the dolphin could be made very effective. He knew nothing that had more power than iron on iron, which would grip and hold almost anything. The slot brake on the Roslyn line should be far more effective than that on the Mornington line.
By Mr Fraser : A man would have to give all his attention to the dolphin. He thought it should only be applied in the event of the other brakes failing to act. He did not think that the dolphin would be much good where wood was used. If he had been on the car on the day of the accident he would have applied sand, put on the wheel and slipper brakes, and then turned round and screwed the dolphin as hard as he could. He thought this would have stopped the car.
Arthur Henry Poole, master founder, was present at the tests on Wednesday. The fact of the car being heavily loaded would not have made much difference in the result, and would have increased the efficacy of the dolphin and slipper brakes. He confirmed the evidence of Mr Sparrow with regard to picking up the rope. The reason why it was not picked up at the first or second attempt was because another car was passing on the steep grade, which put a very heavy strain on the rope. On the day of the accident he had a look over the line, and he saw nothing to account for the brakes not acting. He thought the brakes should have stopped the car. He saw no evidence of sand having been used. He considered the general braking power on the line was effectual. He did not think sand had been used, as he did not see any sign of it, though he looked specially for it.
By Mr Hanlon: He was not a shareholder in the Tram Company, but his firm did a little work at times for them. He was prompted to visit the line after the accident because he and his wife and children all used the car, and he was therefore interested. He was accompanied over the line by Mr Simpson, of the firm of Simpson and Torrance. They went up the line to see if the dolphin had been used, and they found no evidence of its having been used. It might have been used, but not powerfully, or they would have seen the effects of it. The rails were wet that morning, but from the appearance of the line he did not think that any of the cars had used sand. It did not surprise him to learn that when the car was picked up after the accident one of the sand boxes was empty and the other nearly empty. The fact with regard to the sand boxes would lend color to the suggestion that the second had been either used on the way down or that the man whose duty it was to put the car out in the morning had neglected to fill the boxes. It would not surprise him to learn that Downes was covered with sand when he was taken to the hospital.
This concluded the evidence.
The Coroner referred to the fact that a lot of evidence had been given which did not bear directly on the point of how Kin Hay met his death, but he thought that the Government were to be commended for bringing this evidence forward, because it would go far to relieve the feelings of the public, and show that everything possible was done by the company to secure the safety of travellers by the cars. There could be no doubt that the deceased had met his death either through jumping off or being thrown off the car. Whether he jumped or was thrown off did not matter so far as responsibility in connection with the accident was concerned. The whole question was as to how the tram got beyond the driver's control and ran away. They had heard a great deal of evidence, as to the efficiency of the company's appliances, but this question of how the car got beyond control was the chief point. The company had an admirable rule — that no car should start unless it was attached to the rope. That rule seemed to be more honored in the breach than the observance, however, because the practice was to run the car some little distance from the transfer table so that the rope could be more readily picked up. In this instance the gripman evidently found the car waiting for him close to the transfer table. From past experience, possibly, he did not intend to pick up the rope there, but he allowed the car to start without it, intending to pick it up lower down. Unfortunately it got beyond his control. The evidence showed that when it did get away he was cool and collected. The jury, in arriving at their verdict, would have to decide as to whether any blame was attachable to anyone or not.
The jury retired at 5.20 p.m., and on returning after an absence of three-quarters of an hour brought in the following verdict: — "We find that the deceased, Kin Hay, came to his death through No. 7 car bolting, owing to its not being attached to the cable before starting; and, further, we exonerate the driver from all blame, he having followed the usual practice." -Evening Star, 17/11/1900.
Who was Kin Hay? All that the papers had to say about him was that he was married, his wife living in China, and working for Sun Duck as a gardener in Kaikorai Valley. The name Sun Duck appears in the Western Star, a Southland paper, as applying for a tailrace permit at Round Hill - a gold mining area mostly populated by Chinese miners.
He had been in New Zealand for 20 years when he was killed and my best guess for him is that he joined the Round Hill community and came to the Dunedin area with Sun Duck to work a market garden to supply the city.
Kin Hay's remains are in Dunedin's Southern Cemetery, in an unmarked, communal grave, shared by Chin Chum Dick, who died at Seacliff (presumably in the asylum), Kee Twong, who died at the infamous Walker street in Dunedin, and a three month old baby named Alexander Towers.
No comments:
Post a Comment