ACCIDENTS AND FATALITIES
ACCIDENT ON THE WAIKARE.
Dunedin, February 2. A pigeon message received by Mr Hayne, the well-known pigeon-breeder, from the steamer Waikare, which is at Preservation Inlet, says that an accident occurred on Monday night. While the launch was being hoisted out the ring of the hydraulic derrick broke, the derrick falling right down on to the deck.
Captain Anderson was struck on the back by some of the gear, and somewhat badly hurt. He was disabled for a time. Two doctors say there is no serious danger. Three passengers were also slightly injured.
It was resolved to proceed on the tour, the ship being in charge of the chief officer.
Later. Another message has been received by pigeon from the Mayor, who is an excursionist, by the Waikare, as follows: — "Passengers all convalescent, and will be able to attend concert this evening. Captain Anderson is very much improved, and is merely suffering from stiffness of the muscles. All well. Weather fine.”
February 4. Another pigeon message from the Waikare from Milford Sound reports that the passengers who met with a slight accident are quite convalescent. A most enjoyable regatta was held in George Sound. The successful Ladies’ crew were Misses Edwin (2), Easther, Duncan. Mr Kennedy, branch manager of the Union Steam Ship Company, received a private telegram from Dunedin last week giving the names of the injured passengers, who, he informs us, are Messrs Smith, O’Connor and Chancellor. -NZ Mail, 10/2/1898.
The particulars given by passengers of the accident on board the steamer Waikare at Preservation Inlet are in the direction of showing that it was of a more serious character than the previously received accounts indicated. Fortunately it was not anticipated by passengers that the launch would be hoisted out on the evening when the accident occurred, or else the injuries that resulted from the breaking of the ring in the hydraulic derrick would not have been confined to four persons, and it was, luckily, only by splinters from the falling gear that any of the injured were struck. They nevertheless sustained very nasty injuries, so much so that one of the passengers was still in bandages on the vessel's arrival at Dunedin on Monday, while Captain Anderson was taken in the ambulance to the hospital. The Waikare had Sir Kenneth Cumming, an old army surgeon, on board amongst the excursionists to the Sounds, and the services of a second doctor were secured also from Cromarty. Had it not been that these medical gentlemen were on hand the steamer would certainly have had to return to the Bluff. On his admission to the hospital Captain Anderson was found by the house surgeon to be Buffering from a flesh wound and a contusion of the muscles of the back, and thorough rest has been enjoined for him. -Otago Witness, 10/2/1898.
We regret to have to state that the condition of Captain Anderson is causing the gravest anxiety to his friends and medical attendants. He is much worse than when admitted to the hospital about a fortnight ago, and his case is regarded as very serious. -Evening Star, 18/2/1898.
Captain Anderson, who was injured during the recent excursion of the Waikare to West Coast Sounds, is in a very critical condition, and it is doubtful if he will recover. -Auckland Star, 19/2/1898.
On inquiry as the hospital last night we were informed that Captain Anderson's condition was slightly improved. -Otago Daily Times, 21/2/1898.
A POPULAR SKIPPER IN THE HOSPITAL.
A good deal of uneasiness was felt throughout town during the last few days by the state of the health of Captain John Anderson, a popular captain of the Union Company's service. Captain Anderson, it will be remembered, had charge of the splendid intercolonial liner, the Waikare, on her trip to the Sounds, and there met with a serious accident. The voyage was, however, continued, although the captain suffered dreadful pain, and when town was reached again he was taken to the hospital. It was then found that the accident was of a more severe character than anticipated, and latterly he has been in a very low state. Captain Anderson is one of the most popular captains in the service. He is of an extremely gentlemanly disposition, well and favorably known, and generally respected. -Bruce Herald, 22/2/1898.
A telegram was received at the local office of the Union Co. from head-quarters last night stating that Captain Anderson's condition was grave. His eldest son, who is in the service of the Adelaide Steamship Co., is coming over from Sydney by the Rotokino, due here to-morrow. Captain Hart, of the Shaw-Savill and Albion Company, was advised to-day by Captain Strang, who visited Captain Anderson, that his condition is very serious; he is quite unconscious, and he is getting weaker every day. -Evening Post, 23/2/1898.
DEATH OF CAPTAIN ANDERSON.
Captain John Anderson, late of the s.s. Waikare, died peacefully at Dunedin at 3 o'clock this morning. The Union Company is the poorer to-day in the loss of one of its very best servants, for as a seaman John Anderson was without a superior in the fleet, and to his qualities as a gentleman almost every person who has travelled much on the coast can testify. Captain Anderson had been connected with the sea almost from his infancy, having sailed out of Liverpool before he was 10 years of age. After coming to the colony he served in many capacities on the coast, and at length accepted a position in the Provincial Government's service as a member of the Wellington Pilot Staff, becoming coxswain in the pilot boat under the late Capt. Holmes. At a later period he was appointed Pilot and Berthing Master for the port, but he resigned that post in 1874 to act as second officer of the steamer Wellington, Captain Carey, now of the Moana, and Captain McGee, latterly of the Tasmania, being respectively master and chief officer. With the exception of 12 months which he spent in the late Captain Williams's steamer Grafton he has been in the Union Co.'s employ ever since then, and has commanded steamers of every grade in the red funnel fleet, from the smallest (Boojum) to the largest. When the new steamer Waikare arrived in the colony some months ago Captain Anderson was placed in command, a position which he retained until the serious accident at Preservation Inlet three weeks ago, which has now led to his death, necessitated his retirement. Captain Anderson, it is understood, was a native of the Orkney or Shetland Islands, and was 57 years of age. His wife and two daughters pre-deceased him, but there are two sons living, one of whom, in the employ of the Adelaide Steamship Co., is now on his way from Sydney to Dunedin. The deceased enjoyed a great reputation as an athlete in his younger days. As an oarsman he was a member of the famous Dolly Varden crew. Captain Anderson has been connected with the Shipmasters' Association from its infancy, and was among the most enthusiastic of its members. The flags of all the vessels in port and at the various mercantile houses were at half-mast to-day owing to the sad event. -Evening Post, 24/2/1898.
THE DEATH OF CAPTAIN ANDERSON.
A preliminary inquiry into the circumstances attending the death of Captain Anderson, late master of the s.s. Waikare, was held, in pursuance of subsection l, clause 237, of the Shipping and Seamen’s Act, 1877, at the examiner's office at Port Chalmers, before Mr C. W. Chamberlain, Collector of Customs. Mr James Mills, managing director, was present in the interests of the U.S.S. Company.
William Walker, chief officer of the Waikare, was the first witness examined. He remembered the evening when the accident occurred during the lowering of the launch in Cuttle Cove, Preservation Inlet. The second mate was in charge of the arrangements connected with the lowering of the launch. Through the breaking of a link in the hydraulic gear the jib swung down and inboard, causing very trivial damage to the ship, and striking Captain Anderson and three of the passengers, named respectively O'Connor, Chancellor, and Smith. None of the passengers were seriously injured; they were merely grazed on the head. Captain Anderson was quite conscious. He was wounded in the small of the back. It appeared to be the fleshy part, but nothing serious. He was at once carried to his cabin, and there examined by Sir K. W. Gumming, who was a passenger, and by Dr Fox, who was brought from the shore. The doctors found that it was merely a flesh wound, nothing serious, and that he had apparently escaped injury to the bone. He had a letter to that effect in his possession, and produced it, as follows
S.s. Waikare, Cuttle Cove, February 1, 1898.
This is to certify that I was called in to attend Captain Anderson on January 31, at about 9 30 p.m. I found him suffering from the results of injuries received on the s.s. Waikare. He had a lacerated flesh wound in the lumbar region and contusion of surrounding muscular tissues, and was suffering from severe shock. On the morning of February 1 I, in company with Sir K. W Cumming, surgeon, examined him, and finding mm showing slight improvement, Sir K. W. Gumming and self thought it unnecessary to have steamer put back to Bluff, as was previously thought to be necessary.
G. H. Fox, M.R.C.S., Surgeon, etc.
K. W. Cumming, H.n. Brigade Surgeon, Army.
The hydraulic gear was in charge of Reynolds. He had seen this launch got out ten or twelve times. They did not use any preventative gear on this occasion, as they did not think it at all necessary. It would have been almost impracticable to have used it on account of the construction of the gear. It would require to be self-regulating preventative gear. They used double purchase on this occasion. It would be a very difficult thing to form an idea of what would have been the strain on the link which gave way with the double purchase. From his own experience of all the gear, he should say that it ought to have lifted the weight of the launch three or four times over. He should say that the gear swung down and inwards at an angle of perhaps 60deg. The same gear had previously carried heavy weights. They had brought down from Melbourne on a recent occasion a weight of three and a-half tons. It had been run over the weighboard before coming on board ship. He estimated the weight of this launch at about three tons, and the size of the broken link at 13in. He was not any authority as to iron, but, looking at the size of the link, he should say it was good enough for the work it was called upon to do. It was an understood thing that all persons were told to keep clear of the gear, particularly on account of its being hydraulic gear, and therefore of its silent working. Captain Anderson remained in charge of the ship after the accident, though witness navigated it. He had had a conversation with Captain Anderson after the accident took place. He asked the captain if he thought it was necessary to put back, and he said “No.” Witness said to him "Do not allow yourself to be influenced by anyone on board. If you think there is any occasion to go back we will turn the ship about." The captain replied: "There is no occasion. The doctors tell me that there is nothing very serious the matter with me, and they say that there is no occasion for the ship to turn back. I am satisfied that I shall be treated as well here as in any hospital.” The ship’s log-book, which was in the possession of the Customs, contained entries relating to the accident from the time of its occurrence until the arrival of the ship at the Bluff. He was quite certain that Captain Anderson was not influenced by anybody on board to continue the voyage, and that the ship’s going on was entirely voluntary on his part. The only men who influenced the captain were the two doctors on board. Witness asked separately each of the three passengers who were injured, and they would not hear of it. Witness saw Captain Anderson constantly after the accident — every morning and every evening. Everything possible was done for his comfort, and he was properly attended to in every way. He was waited on by his own steward, by the -chief steward, and by the witness. These were the only persons allowed to go near him.
Robert Stewart, second officer of the Waikare, remembered what happened in Cuttle Cove on the 31st of January. Witness put out the steam launch on that day by means of the No. 2 crane or derrick. He had performed the same operation many times before — fully a dozen times. Nothing was done on this occasion different to the previous ones. The winch was worked by an A.B. named Reynolds, who had been working it for some time previous. He (Reynolds) did his duty properly. There was no fouling on this occasion. Witness could not account in any way for the failure of the gear. The link produced was the one that gave way on that occasion. He could afford no possible explanation of the accident except that this link had given way. It was usual when they were lifting heavy weights to warn everyone to stand clear, and this warning was specially necessary on account of using hydraulic gear. All such persons were warned on this occasion by the bo’sun; in fact, no one was standing about there at the time. He was quite positive that the bo’sun warned persons to stand clear during the launching. They were always in the habit of giving this warning when sending this gear up and down, and it was the only time that they anticipated any danger. The only remark he wished to make was that if anything was likely to be carried away during the lifting of the launch they would naturally expect it to fall over the side of the ship; they would never expect it to fall inboard. It was the peculiar construction of this gear that had caused it to fall down and inboard. If it had fallen straight over the side of the ship no person could have been injured. Witness was well acquainted with the construction of gear of this sort, and did not think it would have been possible to have averted the accident.
Thomas Buchanan Meiklejohn, chief engineer of the Waikare, said he joined the vessel at Dumbarton on the 1st of March last, just after her engines had been put in her. He had made the model (produced) of the crane which caused the accident at Cuttle Cove. He had never before seen a crane of this exact patent, but he had had to do with the fitting up of cranes by other makers. He thoroughly understood hydraulic cranes, which had been specially put through his hands. He could find nothing defective about the design of the crane on the Waikare. The links were just the same as in any other crane. Some of the attachments had been strengthened by being made fast to the rails of the ship. They had been found too weak, and had been strengthened in such a way as witness considered necessary. No other alteration was made. The builders gave it a lifting power of two tons with single tackle and four tons with double tackle. The makers gave them drawings, on which it was shown that the crane would lift two tons through 68ft or four tons through 34ft. If there was more than a certain weight put on the crane the hydraulic gear would refuse to lift it. Therefore you could not overload the crane. Of course, the makers always allowed so much per cent. for friction, and that margin was allowed for contingencies. As nearly as he could make out in the case of this crane that margin amounted to six tons. The safe working allowed for that link, as given by Molesworth, who was a recognised authority, would be somewhere about thirteen or fourteen tons, and its maximum strain would be somewhere about thirty tons. He estimated that the strain on the link at the time of the accident should not have been more than seven or eight tons. The rule he had been quoting applied to oval links, and not the round one like the one produced. He could not form any idea as to what strain a round link would stand, but he should say it would be considerably less than that of an oval link. It would commence to crack from the inside and give way much before an oval one. There was no doubt that the fracture of that link was the cause of the accident. The link looked to him to be crystallised iron. When the operator commenced on it the iron might have been of the best quality, but in the course of manipulation it had evidently suffered from overheating; it became burnt in fact. Its fibre character was destroyed, and it had been given a crystalline texture. In witness's opinion if the link had been of good quality iron it would have been quite sufficient for the work. The defect In that link could not have been ascertained by external examination before it gave way. In witness’s opinion it was one of those unavoidable accidents which sometimes occurred in connection with the working of iron and steel; Nothing could have been done to prediscover it or to avoid the accident. All the cranes came in witness’s department, and it was his duty to see that they worked efficiently. He was quite satisfied with the working of this crane, which had repeatedly put out this launch before, and had lifted a heavy piece of machinery at Melbourne. Nobody was more astonished than himself that the crane should have come down as it did. He was never troubled in the least as to its strength and safety. The alterations in the direction of strengthening the ship’s rails had no possible effect on the subsequent accident. It was entirely apart and separate from the hoisting gear which gave way, and the two things had no possible connection with each other.
Robert Ross, bo’sun of the Waikare, remembered perfectly well the launch accident at Cuttle Cove on the 31st of January. To a certain extent he was in charge of the operation; he was directing the men. He had performed this operation eleven or twelve times, and everything went well and properly on every occasion; there was not a hitch at any one of them. On this occasion the man at the winch did everything that was necessary. The winch worked very smoothly; much easier than it generally did. There was no other possible reason for the accident except the breaking of the link produced. When putting out a heavy weight he always warned persons to stand clear from the gear. On this occasion no one was standing directly underneath when they lifted the launch; they were standing on that part of the upper bridge beneath the flying bridge. After the launch was lowered some of them went over to have a look at her. He did not see them do so, but he knew that must have been the case because none of them were there when the launch was first swung. When the launch was swung out all danger was supposed to be over. Nobody had ever thought that the gear would swing inboard. Witness was quite sure that on this occasion, as on former ones, persons were warned to stand clear of the gear. Captain Anderson took no part in the lowering operations, but witness saw him come down from the bridge just after the launch was put over the side. The ship had just been moored, and the captain had just finished his work in connection with the navigation.
Mr Walker (recalled) said that Captain Anderson was on the upper bridge, navigating the ship, and remained there until she was moored. The operations in connection with the lowering of the launch took place before his eyes; therefore, it would be absurd to warn him specially. When he came down from the bridge he said to one of the passengers: “ Well, that day is over,” or rather, “Now that work.is over, the fun starts.” Witness said he might mention here that it was at the captain’s special request that the launch was put on the hatch. She was put on the davits in the Tarawera, but not so in this ship. Witness thought that it would have been an indignity to have asked Captain Anderson to get out of the way of the gear.
Thomas Reynolds, an A.B. on the Waikare, said he had been driving the derricks on board since he joined the ship in Sydney in September last. He was working the hydraulic gear when the accident happened at Cattle Cove. The gear worked properly in every way on chat occasion. He should say that he had worked the gear twelve or thirteen times, possibly fourteen, in lifting the launch or heavy weights. He had not the slightest idea that the gear would give way. On this occasion he heard the bos’un telling everybody to stand back. He did not know whether those on the top bridge heard him or not. Captain Anderson, who was on the bridge at the time when the launch was being lowered, could not have helped seeing every thing that was going on. He was on the lower bridge when the accident occurred.
John Cook, superintending engineer to the company, said he had a fair knowledge of cranes and gear connected therewith. He had examined the crane on the Waikare that had given way. In his opinion it was sufficient in design and workmanship for the purposes to which it was put. They ascertained its lifting capacity by general calculation and the maker’s specification. According to the latter it was: Mackinlay patent hydraulic derricks to be fitted as follows: One at No. 1 hatch to lift 30cwt; one at No. 2 hatch to lift two tons, and fitted with snatch block, so as to be able to lift four tons when required; one at No. 3 batch to lift 30cwt; and one at No. 4 hatch to lift 30cwt. All derricks to be fitted with topping and slewing gear, also steel wire hoisting ropes complete.” He calculated the weight of the launch at about 3 tons 10 cwt. The link produced appeared to have been made of very indifferent iron. It was quite impossible that the bad quality of that link could have been ascertained by any external examination. Supposing the material to be good he reckoned the carrying capacity of the crane would be quite double the weight put to it without breaking.
Robert Strang, acting marine superintendent of the company, said that he considered the gear on the Waikare acted very well, and there was very little difference either as to design or execution from what was generally used. That on board worked very well. He had examined the broken link. He would not like to speak as an expert, but with what small experience he had had he should say it was rather inferior iron. It was of crystalline texture, instead of being fibres. He understood their experts to say that it might have been good iron one time, bub it had got “burnt” in the working. It was usual to have preventative gear when using heavy lifts, but he would not consider four tons a heavy lift for this particular gear. They could double the gear, and so make it preventative. (Witness explained this by means of a model produced). They might have had a “preventer,” which would have prevented the jib from falling down, but that would not have prevented it from swinging in. In this case it was the swinging in, and not the falling down, that had done the mischief. He did not think that any person was to blame for the accident. It was an accident, pure and simple, and was all owing to the defect in the link. He was not speaking officially now, but he wished to say that he had seen the same thing happen with a cable chain of a ship when he was at sea. He had ridden out a gale in perfect safety with his chain paid out. When the gale was over and the anchor hove in they found that the anchor had broken the chain. It was within his own knowledge that this particular crane had lifted that launch out many times in safety. He had seen it lift it the first time it was used; and the gear worked quite satisfactorily. He wished to repeat a little conversation he had had with Captain Anderson at the hospital. He went to the hospital as soon as Captain Anderson arrived there, and witness asked him about the affair. Captain Anderson said it was purely an accident. He volunteered that statement. He said that the chief officer had told him that the suggestion had been made by someone that the ship should turn back, and that he had sent someone to find out how the injured passengers were getting on, and that on hearing they were not hurt he said: “We will go on, for I am all right.” He also spoke of and gave great credit to the steward for the way in which he had been treated on board the ship, saying that he could not have been better treated on shore.
Mr Walker, again recalled, produced the official log book, from which these extracts were read;
Cuttle Cove, Preservation Inlet, 31/1/98, 6.45 p.m. — In lowering launch into the water gear carried away injuring the captain (John Anderson) and three passengers (O. A. Smith, H. Chancellor, and B. M. O’Connor). A doctor on board (Sir K. Cumming) and also one from shore (Dr Fox) were both of the same opinion, viz., that the injuries were not of such a nature as to warrant our immediate return to the Bluff. After due consideration of the matter by the said doctors and Captain Anderson it was decided to proceed on our trip in charge of first mate. Everything possible for their comfort was done. W. Walker, chief mate, W. A. Mason. purser, K. W. Gumming, M.D.
Cuttle Cove, Preservation Inlet, 1/2/98. — The captain and injured passengers had a good night, and are all doing well.
George Sound, 2/2/98. — The captain and injured passengers recovering rapidly. Two of them on deck during day.
George Sound, 3/2/98. — The above continuing to do very well.
Milford Sound, 4/2/98. — Captain and other patients still doing well.
Milford Sound, 5/2/98. — All the injured ones doing remarkably well.
All signed by the same persons.
The inquiry was then adjourned to the Custom-house at Dunedin to-morrow morning, when the evidence of Dr Colquhoun, Mr E. B. Cargill, and the Government Engineer (Mr Duncan) will be taken. -Evening Star, 14/3/1898.
At the Waikare accident enquiry, now proceeding at Port Chalmers, Dr Colquhoun stated the nature of Captain Anderson's injuries, and said that their full extent was only ascertainable by post mortem. He was of opinion that his removal from the steamer at the Bluff, and subsequent railage to Dunedin, did more harm than good. Mr Cargill indignantly denied that any pressure had been brought to bear on Captain Anderson to cause the ship to proceed on her trip. -Mataura Ensign, 17/2/1898.
Dr Colquhoun, however, who made a post mortem examination, found that the pelvis was splintered, and that there was an opening into it from the outside air. Two ribs were also broken. The cause of death was blood-poisoning, following fracture. Dr Colquhoun admitted also that, with the appliances at hand on board the ship, it was impossible to make the exhaustive examination necessary to discover the injury. -Mt Ida Chronicle, 18/3/1898.
The Otago Daily Times says: — "After an exhaustive inquiry before the Collector of Customs, it has been clearly demonstrated that the accident on the Waikare, from which Captain Anderson unfortunately died on the 24th of last month, was one of those incidents for which no human foresight can provide. There is the clearest proof that the same fatality which produced the accident attended its consequences to the end. A brave man has lost his life, but humanly speaking no one can say it was by neglect of any precaution or any indifference to his sufferings." -Poverty Bay Herald, 23/2/1898.
Southern Cemetery, Dunedin.
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