THE WATERSIDE

Dominion, Volume 11, Issue 210, 24 May 1918, Page 6

THE WATERSIDE

INQUIRY AS TO ACCIDENTS EVIDENCE AT THE COMMISSION THE WATERSIDERS' VIEWS

Tho Waterside Accidents' 'Commission continued its Wellington session yesterday. The Hon. T. 11. Wilford, aa president of tho commission, and with him sat Captain A. M'Arthur (representing shipowners), Mr. J. Marchbanks (representing Harbour Boards), Mr. J. Eolwrts and 11 r. L. Glover (representing waterside workers). Captain Charles E. Wnhler, stevedore for tho Huddart, Parker Co., gavo evidence that he had known of no accidents duo to defective f,ear on Huddart, Parker vessels. Inspectors of the Marino Department examined the gear every timo a vessel oumo in. There was no difficulty in getting defective gear replaced, and he would not victimise a man who pointed out defects. There had not been accidents bccaußo of winches becoming unclutched. "In the past year thero bad been nineteen accidents and some of them wore duo to carelessness in slings being improperly made up. He had not received any complaints as to dirty holds. Captain Gillespio Edwards, the Shaw, SavilL Company's stevedore, also stated that he knew of. no cases of intimidntiou by the owners, but know of cases of men playing "two up" in the hold and of men coming up the hold with their coats on ready to ceaso work at twenty minutes to twelve. Such rushing up tho holds was likely to result in accidents, and a tally clerk had been injured through it. Replying to questions by Mr. Roberts, witness said that he had never victimised a man for playing "two up," but if ho caught one at it he would not employ him- again for some time. Witness also said that the inspection of gear on tho Homo vessels was satisfactory, lio was in favour of hatchway nats.

A False Sense of Security, Captain James Barton Eainey, marine superintendent for the Commonwealth and Dominion Line, and the Cunard Australasian service, said that he hart had about 30 years' experience of the port of Wellington. He considered that ueu could be used in certain circumstances, but was afraid they might breed a false sense of security. Things would be all well if the net was always adjusted properly, and always in perfect order. Theoretically the idea looked good, but in practice it might prove to ban trap for the men. He did not tnlnk the uso of nets would decrease UCCHUUITB.

In reply to the chairman lie said that' iie reckoned it would bo a good idea. 10 have the inspection of all gear under one uumrui.

William B. Taylor, assistant wharfinger in the Blackball Coal Co., in his evidence, said that he was not aware that there had been aDy accidents on the Blackball vessels on account of defective gear. He could renew defective gear; he had authority for tliiit. He knew of no accidents through rupes carrying away.. A waterside worker could inspect slings, baskets, etc., but would not be satisfactory for overhauling bigger gear. Ho kuew of no accidents through the use of coal grabs, and thought they wero safe. Accidents might be fewer if bunkering ships was don* with the aid of mechanical appliances. He kuew of four accidents through men being knocked off trains by bull ropes. He recommended tho use of electric light on hulks.

Captain Jelly was recalled respecting a matter raised during Captain Aucher's evidenco on the previous day, the matter of the winch which O'Connor and Olsen 6aid was unsafe. Witness said that the winch was not working too well, and the men were nervous about it. however, Captain Auoher worked the winch for about an hour before tho engineer fixed it. Accidents Statistics. H. E. Nicholls, secretary to the Harbour Board, for U years connected with wharf work, said that he had with him a record of all accidents to the casual employees of the board in the eighteen months ended March 31. The accidents totalled 214, no one of which was due to defective gear. Tho employees numbered al>out 310 a day. The days worked •in a year would be about 300. All accidents, even those of trivial nature, were reported. With 81 per cent, of tho 214 accidents the men were laid up for three weeks or less. Ten per cent, were laid up for over three weeks and under 6ii weeks, and four per cent, for over six weeks. From' 1907 to 1917 there had been no marked increase in tho number of accidents. In 1908 the percentage of accidents to engagements was 170, and in tho latest period it was 131. In 1308 tho average accident pay was M ss. 2d., and the average for the six months ended March 31 was .£3 17e. There had been ten fatal accidents in the last ten years. As to jagged hoop-iron and projecting nails it was fair that better packing should be obtained. Perhaps the bonrd could charge move to handle such goods. The chairman: That seems to be only Captain James E. Dawson, harbourmaster at Wellington for over three years, said that it would be of all-round advantage if the inspection of gear on ships and hulks was controlled by tho 'Marine Department. At present there was overlapping and at time dual coiiF." Martin, chief mechanic for the Harbour Board, stated that a Tecord of every crane was kept. There had been trouble with the King's Wharf cranes owing to breakages of the turning gear chains, but that did not endanger the wharf labourers. The gas lighting of the wharves was unsatisfactory. An ambulance was always available in case of accident. He did not think it was right to light the .wharves with gas near vessels carrying benzine. The chairman: It would take a lot to convince the commission of it. Captain A. H. Munro, traffic manager and wharfinger, also said that lie know of no accidents because of defective gear. Since July, l'JHi, there, had been 239 accidents." Seven of these accidents were serious, and of the seven three were results of inexperience. Most of the minor accidents were caustd by nails and hoop iron protruding. He did not think that the gear could be' better looked after, and ho knew of no means of minimising accidents.. Some of tho watersiders and thirty-two of tho board's staff had passed first aid examinations. He favoured Iho use of hatchway nets, but said that they would have to be well lo«.ked after. •This concluded the evidence for the harbour boards and the shipping companies, and the evidence of waterside workers was then begun.

Waterside Workers Give Evidence. •Thomas William Pressley, ■-waterside worker, was called, and in detailing several mishaps said that about a month ago tho throttle valve of a winch had blown out and two cases had fallen out of tho sling. Some years ,igo he had had to have a number of stitches put in his head because of a winch accident, lie had never yet seen an inspector inspect a winch, and had never seen an inspector inspect tuo running gear of a ship unless his attention was called to something. He had never found the Union Company representative refusing to give any gear to replace defective material. Alan M'Kinnon, for H years a waterside worker and previously a Geaman. said that he could give instances of Tiron coming adrift. In 1912 the ArahnraVs winch entne u.nclutched and n bad accident occurred. It was a common thing for baskets to fall oft' (he hooks. The present system of mooring hulks was too risky. Injuries to Workers. Goorgo B-oid, waterside worker, with twelve years' exporienco of work at Wellington, said that he worked mostly at deep-sea boats. Ho gave instances of what ho considered defective hatches, and mentioned accidents which had almost resulted in injury to workers. Regarding derricks, thore should bo a doublo topping and purchase. He bad not seen an efficient inspection of winch gear sinco he had beon working here.

Ho. had no personal knowledge qf men being victimised for reporting defective gear, lien qualified to inspect working Rear could be secured from the ranks of the watersidci's. Edward Newman, waterside worker, said that accidents to men working <u\ stages were sometimes caused through: other workers throwing things over Ihcr side. He had seen winches receiving careful overhaul. Running gear was not overhauled often enough; it should be overhauled every three months. Tho inspection of gear at Home was moio severe than tho inspection here—we u_ere "not in the snme street as them." Ships* officers nowadays wero keen on coming into port with clean decks, and as they, hud fewer men than formorly, the gear suffered. The officers did not take tho interest they ought to in the gear. Frederick Brooks, a waterside vurlatf hero since 1910, said that lie met with: an accident on the Whakatnuc soma lime ago through a hatch carrying away. It was impossible for him to have noticed prior to the mishap that there was any danger. There was no negligencewhatever on his part. The fault was through tho hatch being too short. ' Archibald Collinge, who had had considerable experience in working coal. said tho present system of fixing cleats to T-iron was unsatisfactory. ' Tho chairman said that (he commission had already como tn a conclusion: that somo improvement was wanted with re?ard to the T-iron. Witness said that the Inspector of Machinery should have power to go nml inspect all winches of ships and hulks. Patrick Boyle, waterside worker, thought it would be an improvement to have a man stationed on the wharf lo> whom winch defects could be reported.. He had seen a few instances of men: being injured through gear carrying away when winches were being worked. Ho thought that the new waterside conditions had helped to prevent accidents. Edward Ernest Brigdan, waterside" worker, said tho beams on tho Homo boats ,wore anything but satisfactory. He could not quoto an instance whero the inspectors had discovered defective) gear. The commission resumes at 10 a.m. today.