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THE
JENNIE GILCHRIST
PART IV
THE
INQUEST
IN ROCK
ISLAND
Researched and Transcribed
By Sue Rekkas
Daily Gazette, Tuesday Morning, November 1,
1881, page 4.
The Inquest on the body of Wm. J. Wendt and the
consequent investigation as to the cause of the disaster will probably be
resumed tomorrow morning. Coroner Morris had subpoenas served on absent witness
whom he wanted yesterday, and as they cannot arrive before tomorrow, the inquest
cannot be begun until then. When it is begun we will soon find out the why and
the wherefore of the horrible catastrophe.
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The Davenport Democrat, Thursday, November 3, 1881, page 1.
ROCK ISLAND
_________
THE GILCHRIST DISASTER
_________
Inquest of the Coroner’s
Jury—Statement of Joseph M. Moss, of Princeton.
_________
Coroner Morris began an inquest of the Jennie Gilchrist
disaster at 9 o’clock this morning, in the office of deputy coroner Hawes. The
jury was composed of John Barge, foreman, John Rietticker, David Hawes, Albert
Warren, Robert Coyne and John Aster.
The first person sworn was Joseph H. Moss, one of the
firemen, who made the following statement:
My name is Joseph H. Moss, age 29, occupation laborer,
residence Princeton, Scott County, Iowa. Was employed on the Jennie Gilchrist
on October 25th, 1881; have worked on different boats in different
capacities. Since I have been employed on the Jennie Gilchrist she has been
making daily trips as a packet between Princeton, Iowa, and Rock Island, Ill.,
and Davenport, Iowa, making landings at the different towns along the route
where we had freight to land or receive. I think there are agents at most of
the towns between here and Cordova to receive freight for the Gilchrist. Was on
board on Friday, October 27th. We usually arrived at Rock Island
between 10 and 11 o’clock a.m., but on the 27th did not arrive till
1:30 or 2 p.m. Had on something like 500 barrels of lime, which we received at
Cordova, Ill., and Princeton, Iowa, and also a few barrels of apples.
Don’t know whether the deck hands belonging to the boat
unloaded the boat at Davenport, or others; was off watch and went to bed; was
called to supper at 7 P.M. We were then on the Rock Island side. Saw Wm. Wendt
at supper time; was acquainted with him; he asked to get some coffee for an old
lady of Davenport, who had been waiting for the boat all day; she had an
headache; think she was Mrs. Camp; got her the coffee; don’t think Wendt was
drunk or under the influence of liquor. Did not see Wendt passing liquor to
passengers; think if there had been any going around I should have been offered
a drink.
After supper I went to bed and was not aroused till the
boat was above the bridge, was awakened by voices, heard Peter Hyer and Smalley
a colored deck hand hollowing “get out you fellows the wheel is going to strike
something”; sprang up from a bunk saw the bridge and the lights on the bridge.
The boat struck the bridge on starboard side, tipped to port but did not strike
the pier. It’s my opinion that the boilers were lost when she tipped against
the bridge. I grasped the top of the door that leads to the bunk room, and when
she tipped I was in water to my neck. I was still hanging to the door when she
righted, and I made for the sky-light. The glass was broken and I was caught
and pinched. The hull was then under water. Saw John Scheeshter; he pulled me
out; just as I got straightened up the model barge Robert went by on the north
side. Heard people hollowing to us that they would throw us a plank, which they
did. The barge was right close by the side of the sinking boat. Two men that
were with me got on the barge; there were three on the wreck; they were Robt.
Hastie, of Rapids City; John Callahon, of Cordova, and Wm. Brown; saw skiff on
deck—back of pilot house. I said we stay on wreck till she sinks and then get
on the loaded barge, which soon drifted down on the south side; saw no person on
that barge, I was first man on that barge; the other three followed me. We
drifted past the wreck; heard a voice cry “I’m fast in the wreck;” we told him
we couldn’t help him, but to hang on; that a skiff was coming from Davenport.
The bells were ringing in Davenport; the skiff came and rescued the man in the
wreck; he was John Zuber. They soon came and got us off the barge and landed us
at Davenport, near Schricker & Miller’s sawmill. I went to St. James Hotel.
Coroner Morris then asked Mr. Moss about the skiff which
he saw on steamer. He said: “The skiff was carried on the boiler deck, just
aft of the pilot house; was just a common skiff, about 16 feet long, and in good
condition I know, for Mr. Gilchrist’s carpenter worked one whole day repairing
it. Never saw it in the water; it had oars, but I don’t know where they were
that night. James Smalley, colored and Ellis, deck hands, had been on the boat
sometime. I never saw anyone drunk on the boat that was at all concerned in its
management” The balance was long, and all of it would take up too much space;
nothing particular from the above was developed. Mr. Moss also stated that the
boat was well provided with wooden life preservers, which were hanging on nails
on the outside of the cabin. At the conclusion of his statement the jury
adjourned to 1 o’clock this afternoon.
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Daily Gazette, Friday, November 4, 1881, page 4.
ROCK ISLAND.
_________
THE JENNIE GILCHRIST.
_________
The Inquest as to the
Cause of the Death of W. G. Wendt, of Cordova—Jos. H. Moss the Fireman,
Testifies—How the Boat was Provided for the Safety of the Passengers—The Cause
of the Accident and the Scene as Related by the Witnesses—Thrilling Tales.
_________
At 9:15 o’clock yesterday morning the inquest into the
cause of the death of Wm. G. Wendt, who was killed on the night of Thursday, the
27th of October, 1881, was commenced at the office of Squire Hawes,
by Coroner Wm. G. Morris. All the jurors being present, the witness who had
been called on the case were dismissed from the room, with the exception of
Joseph. H. Moss, who was sworn, and gave the following testimony:
I am 29 years of age, a laborer both on the river and on
land, and reside in Princeton, Scott County, Iowa. I have been a fireman on the
steamer Jennie Gilchrist, since the morning of Tuesday, the 25th of
October, 1881. Had been working at Princeton before that time. Have been
working on the river more or less as opportunity offered, for some time. The
boat has been running as a daily packet between the cities of Davenport, Rock
Island, Port Byron and Cordova since the 25th of October, usually
making all the landings, stopping once during that time, at Moline, whenever
there was freight to stop for. I have seen such papers as licenses hanging up,
but did not notice particularly a license to carry passengers. Never noticed
what pressure of steam she was allowed to carry. Have seen licenses of pilot
and engineer. Maines was first engineer. I know that they had certificates
from the Government officers; I read them both over one day. They hung up in
the cabin, I believe at the site end of it. There were no berths for the
accommodation of passengers, but there were some for the crew; they were on the
main deck, as were also the boilers and the cabin. The berths were in a little
bunk room partitioned off from the cabin. There were only two berths—one for
the cook, and one for anybody who could get it; and there were also some
cots—common stretchers of canvas. There were several of them; I don’t know how
many. Passengers sometimes used them. The hands usually took cots, or lay down
wherever they could. There was a bunk head between the cabin and the engine
room. The engine room was back of the cabin, and back of that was a sort of
shop room. Nothing in particular was kept in the forward end of the boat. The
cabin was about twelve feet long, and extended across the boat. I was in the
cabin in the lower berth. The cook usually occupied the upper one. I do not
know how many passengers were on board when we left Rock Island. The boat
usually left Princeton for Davenport at 6:30 or 7 a.m., and usually arrived
there at about noon, generally stopping at Cordova, Port Byron, LeClaire, Rapids
City, Hampton, and sometimes Moline, to put freight off and on. The agents at
the different stations procured freight and passengers. We usually carried
barges, sometimes one or two, which were usually loaded coming down each time.
We had no breakages in the machinery before the accident, while I was on board.
Usually reach Rock Island at 10 a.m., but on the 27th it was about
2:30 p.m., being slow because we took 250 barrels of lime at Cordova, and it
took longer to load it. We took on 100 barrels of Lime at Princeton, and other
barge at Port Byron loaded with about 200 barrels, and we put on about 100
more. We also had a few barrels of apples. Think one barge was brought to Rock
Island and one to Davenport. Boat landed below the bridge, east of the ferry
landing. We had no barge on board. I was gone 10 or 15 minutes from the boat,
and went I came back I went and lay down. Had not been drinking at all. I was
called to supper at about seven or eight o’clock. I did not go ashore again
that day. Went to bed after supper. Did not notice what the crew was doing. I
was not called again until after passing the bridge, when Peter Hire and Jas.
Small called me. The other berth was not occupied. I did not hear the accident
and it did not arouse me. Hire and Small hallowed “get out, get out, you
fellows! The boat is going to strike something,” calling to their comrades.
This aroused me. I had my cloths partly on and partly off. At that moment the
bow of the ship, I think, was turned toward the island and toward the clock, and
I was on the starboard side. I am sure I saw the bridge close by. It was
rather dark and I saw the lights on the bridge I jumped immediately, and just as
I reached the floor the boat struck. She struck on the port (left) side. I do
not know whether it struck the pier or not; she struck on the port side,
careering over to port. I think the boilers rolled off the boat as soon as she
struck. I caught hold of the top of the door leading from the bunk room to the
cabin. When she tipped I found myself covered with water. The water in the
cabin was over my head. As soon as she went through the bridge she straightened
up, cannot tell how long it was, and left me in water up to my neck. I was
still in the door hanging on to the top, and I made for the skylight which ran
along the cabin; it was large enough to let me out, and was but a few feet away;
so I made a dash for it—reached it. It was already broken, and I was uninjured
by it. There were a couple of fellows on top of the wreck. I got a little
pinched by something then. Wm. Heldeneich, watchman, was one of those outside,
and there was one other who, I since learned, was the clerk, John Schechter.
They pulled me out. Just as I got straightened, the empty model barge drifted
by on the Davenport side, and the people on it shouted that they would throw us
a plank. They soon did so, passing the plank from the barge to the wreck, and
several persons went over, Wm Heidenrich and the other; I did not go, it was too
risky; there were three other persons on the wreck with me besides the two
mentioned; Robert Ha-tie, of Port Byron, passenger, and John Callahan, foreman
of the LeClaire quarries, and Wm. Brown (colored); they were on top of the wreck
with me. When I saw I could not make the barge, I looked for a place to stay
until a skiff should come. The skiff belonging to the boat I saw lying there
uninjured, and told Callahan I would stay by the wreck, and when compelled would
launch the boat and get off; cannot tell how long I was there nor where she
drifted; saw the loaded barge drifting close alongside on the south; this was
but a few minutes later we were on the barge; I was probably the first person on
board of her, and the other three were with me. I heard someone call; it was
John Zuber, (I didn’t know him then); I asked what he wanted, and he said that
he was fast in the wreck. He said he could keep his head above water and I told
him to hold on and someone would help him. Just then a skiff from Davenport
came in sight, and I directed them to Zuber; after rescuing him they came and
took me off and landed us at Davenport. The boat’s skiff was carried on the
boiler deck, aft of the pilot house. It was not a clinker built skiff, and I
don’t know how large it was. It carried four oars, and was probably 16 feet
long or more. The oars were on deck usually, and the skiff was in good
condition. I didn’t see the oars at that time and never saw the boat in water;
had not an occasion to use it. Mr. Gilchrist was on board all day repairing the
skiff. The crew was not same as before, except two or three, who were on board
when I shipped. The others mostly had been employed on that trip. I do not
know how many they were. Never saw any drunkenness when I was on board; never
saw the engineer under the influence of liquor in about five years acquaintance;
have seen him take a glass of beer, but never knew when on the boat or on watch;
do not know the captain’s habits; do not know any liquor having been passed to
the crew. The mate sometimes drinks a glass of beer or liquor, but never knew
him to do so on the boat, nor saw him in the least under the influence of liquor
when on the boat. Did not observe that Brown was under the influence of
liquor. I never have seen any of the officers or crew drunk while I was on
board. Was well acquainted with W. G. Wendt. Did notice him pass liquor to
anybody. I did not think that he was at all drunk. I usually fired going down
and Sanford fired going up. Used coal. I would have relieved him at 12
o’clock, that night. I cannot tell how it happened that he did not get off.
Don’t know how many axes there was. We had one we kept in the firebox, and it
was good enough to cut a rope with. There were several life preservers kept
hanging along the side of the cabin and engine room, as they would fall on deck
if they fell at all and not overboard; they were made out of wood. Probably two
or three dozen of them. Never tried them. Did not hear any commands or
orders. Heard Peter Hire, the mate, say something in pretty loud voice, but
cannot tell what it was. I did not see any one in the cabin. Did not hear the
breaking of a cam rod. Did not see any anchor on board, and don’t know that I
should have seen one if it was there. There was a good strong hawser on the
boiler deck and a good line. I considered the Jennie as safe as any boat on the
river.
The witness was dismissed at 11:40 a.m., when the inquest
was adjourned until 1 p.m.
On reassembling at 1 p.m. Patrick Maines, being duly
sworn, deposed as follows:
I am 34 years of age and reside at Princeton, Iowa. By
occupation, I am engineer on the Mississippi river. Have been licensed as first
engineer for six years and now hold license from Government Inspectors Girdon
and Scott, dated I think September 16th, 1881, for one year, as first
engineer.
Ran one season on the Lafayette Lamb, and have run the past
four seasons on the Jennie Gilchrist, which has been engaged as a tow boat. The
boat has had repairs every year at LeClaire; the machinery at Kattenbreker’s
machine shop and the wood work by Martin Van Hine. She was caulked last season
and the engine thoroughly overhauled. The boilers were put in new about April
1879; they are of steel, made by Rouse & Dean, at Dubuque. The boat was
inspected after landing at LeClaire last spring, and the boilers were tested by
hydraulic pressure. She was licensed to carry a steam pressure of 169 pounds,
and said license was kept hanging in a public place on the boat.
The Gilchrist was licensed to carry passengers to the
number of twenty five, all grades, and the license was hanging in the cabin.
We had, I think, when inspected, fifteen cork and
twenty-four wood life floats, and thirty four fire buckets. These and the
others required to pass inspection remained on board and were still there when
the accident occurred. I have never known of such articles being temporarily
procured for the purpose of passing inspection. I threw some cork floats into
the cabin as I passed out, after the boat struck. The boat occupied principally
in towing for H. M. Gilchrist & Co. from Rapids City to LeClaire, sometimes up
to Clinton, a distance of twenty-three miles. The current is not very strong
above LeClaire. She could tow barges with an aggregate load of about 4,500
bushels of coal, occupying eight hours on the trip from Rapids City to
Clinton. Once last spring, near Camanche, we broke a gib, one of the shouldered
pins beside the key of the pitman strap. We then discontinued so as to run with
one engine, which change occupied about a half hour. We then made slow progress
towing a load of coal up stream, but got along very well, and got repairs at
Clinton.
[Description of cabin and berths same as being given by the other
witness.] The Gilchrist did not go into the passenger trade immediately on
receiving the license last spring, and not until about ten days before the
accident, as there was no especial necessity until the interruption of railroad
travel by the high water. The reason for obtaining passenger license was that
raft masters and others engaged on the river frequently desired to take passage,
and the boat was obliged to refuse them; and to accommodate them, and comply
with the laws, the license was necessary. They did not intend to make the
passenger traffic a regular business, but she was put on as a convenience to the
people to carry passengers and mail during the flood; do not know whether any
special license was required to carry the mail or any compensation received;
cannot tell just how many passengers were carried at any time; probably from ten
to twenty; some days very few. The fare charge was seventy-five cents. Do not
know who authorized the carrying of the mail. A few days before the accident,
we started from Rock Island for Cordova, towing nothing, blew the whistle for
the bridge and went about half way through the draw, when I observed that the
cut off rod of the starboard engine seemed to be working a little loose. I
found the nut was started and called up to the pilot that we had better stop and
fix it then, then up on the rapids. We dropped back and tied up on the Rock
Island side below the bridge. The nut was found to be cracked which caused the
loosening, and I replaced it with a spare one, which was at hand. I think the
bridge closed in the meantime, but it only occupied about fifteen minutes to fix
it up, and we went on up. It is not true that there was a break of cam rod,
etc., a week or so before the accident of
Thursday night; and there has been no
accident since I have been aboard. Do not believe that 200 or 225 pounds
pressure was ever carried on the boat. It has gone up to 170, and then would
blow off very freely; the gauge being set a 169. Was on every trip while
carrying passengers;
On the 27th we went over from Princeton to
Cordova later than usual on account of taking on lime; it was about 8 a.m.; took
on the barge on Cordova about 300 barrels of lime; do not know whether any
passengers from there. At Port Byron took on some sixty barrels; John Zuber and
some other passengers came on there; then went to LeClaire; took on some
passengers there and took a flat and towed across to Rapids City and left it
there; stopped there to coal up; took on about 125 bushels, then came down to
Hampton; took a few passengers on there; the next landing was at Rock Island;
the engine was running all right; reached Rock Island early in the afternoon;
left the flat No. 3 here to be loaded and went over to Davenport with the barge
consigned to McCosh & Donahue; the consignees discharge the cargo with laborers
on shore; four or five of our crew assisted; the unloading took about two or
three hours; took on about 700 empty lime barrels at Davenport; piled them on
the steamer, as the barge was not to go all the way up; it was customary to
carry light freight there on that and other boats; some barrels were also put on
the barge at Davenport. Flat boat number 3 was filed with empty bbls. At Rock
Island; do not know how many. Some other miscellaneous freight was taken on the
steamer then and stowed, some at the boiler and some forward; got through
loading the flat around 9 p.m. Did not hear complaints by the men about having
no supper; they ate their supper during that time. Do not know anything about
Mr. Gilchrist giving liquor to the men; I have heard it said but did not see it;
some of the colored men said they had one drink, but they did not appear under
the influence of liquor so far as I can see. I drank one glass of beer at home
and a glass of soda at Rock Island and nothing more that day; am not a drinking
man; I never allow drinking on the boat; did not see Mr. Dorrence drink anything
that night; have known him to drink a glass of beer occasionally; was taking
with Dorrence a few minutes before leaving Rock Island; he was not under the
influence of liquor, either, so far as I saw; never saw Peter Hines to usually
drink; have seen him somewhat under the influence of liquor; did not see him
drink that night, but think he had been drinking some; should not call him
“tight” exactly; he attended to his business about the deck. Small drinks some,
and was under the influence of liquor when he first came to the boat; I saw
Small after the accident, and he was all right. We hauled out about 9:00 or 10
p.m. and blew our signal just we left the shore. We had the barge Robert and
flat No. 3 the former empty and the flat hitched directly ahead of the steamer.
The flat was loaded with empty barrels. The flat was on the port side. We had
145 pounds of steam when going through the draw. We intended to land at Stubb’s
Ebby, to leave the barge. When the cam rod gave away, we had 165 pounds of
steam. It was the full stroke cam rod of the star board engine that gave away;
it broke behind the nut, and not the same that came loose some time ago. I
reported the break to the pilot through the speaking tube, but did not hear any
answer, from the engine room. When it broke I ran outside to see what the
trouble was; came back and placed the ports of the vale seat and got the boys
out to turn the wheel over, but the broken rod knocked it off, released the
rods, and placed the value again. But then came the crash. It would have taken
half an hour to change the rods so as to use the engine again; bit if we could
have could have gotten the broken rod away so as not to disturb the value, the
boat could have been brought to land with one engine alone. We had all ready,
and had given her steam, and the wheel turned half or three quarters around when
she struck the bridge. Then I shut off the steam; I knew it was all over with
us. She tipped towards the Iowa shore, and struck the bridge stern on, head up
stream and toward the island, careened to port, the larboard side under water,
starboard about three feet out of water. I went under the bridge on the boat.
Heard the mate and clerk give the alarm before she struck. Got out through the
skylight of the engine room and pulled out the watchman and a deck hand. Some
steam escaped as we went under the bridge; think the boilers went over then.
When I got out, only the top of the cabin was out of water. The pilot house was
knocked down. Saw someone I thought was Moss, on the wreck. Got onto the barge
by the help of John Gilchrist and the mate. The barge floated down to Green
Island, and the Evansville came and towed it back to Rock Island. There were no
women on the barge. I heard the alarm given by the officer, and directions
given for everybody to get on the barge, but don’t know if there was time to do
so before she struck; it was about three minutes, and not over five, in my best
judgment. Was working the engine at full stroke on starting out, but at the
time of the accident was working the cut-off. There was about fifteen tons of
miscellaneous freight in front of the boilers. There was an anchor on the boat,
alongside the boilers, but don’t know whether an attempt was made to use it.
The machinery was sufficiently strong to carry full steam with safety. The
skiff was on top of the cabin when we started out, abaft the pilot house. When
I got out I did not see it there. I consider that the Jennie was a suitable
vessel to carry passengers and freight on this river between Rock Island and
Princeton, to the extent of her limits as to number, etc.
The inquest was adjourned at 4:30, and was resumed at 5
p.m.; when Dana Dorrance, the Captain, was sworn, and deposed as follows:
I am 32 years of age, and by occupation a pilot between
Muscatine and Dubuque. I reside at LeClaire, Iowa. Have been employed on the
river 16 years, on the rapids, and have had a license as pilot for four years.
Have been on the Jennie Gilchrist since the 27th of May, this year,
and up to the time of the accident. Was not on board at the time of inspection,
but have seen the license authorizing her to carry 169 pounds of steam, signed
by Girdon and Scott, and dated sometime in the spring of 1881. My last license
is dated June 2nd, 1881, for one year.
The Jennie
Gilchrist was licensed to carry 25 passengers by the inspectors last spring.
The requirements to carry passengers are; cork like preservers, a boat, four
axes, wooden floats, hose to put out fires, wire tiller ropes and bell pulls.
Do not know that any extra tiller was carried or required. She had
speaking tubes, pipes and siphons on board; and had about perhaps, two dozen
cork life preservers, and three dozen floats, more or less; also a small boat in
good repair, caulked and fixed up Saturday previous to the accident. Had
an anchor lying beside the boilers, of sufficient weight for such a steamer;
don’t know its weight; the law requires an anchor, but does not specify where it
shall be placed; I think that anchor would have been sufficient to hold the boat
that night if it got a good hold; had about 400 feet of two inch cable; it was
formerly the custom to have the anchor always ready to drop if needed, but since
the improvement of the rapids, the practice has been discontinued.
Formerly in coming down the anchor would be put in position and readiness for
use at the head of the rapids; this was before the river improvements.
There is no law requiring the anchor to be so prepared. Do not know
whether boats passing the draw, usually pass through without an anchor in
readiness. So far as I know the Jennie Gilchrist, on the night of the
accident, was duly provided with all the requirements of the law, for security
against accidents. The accident occurred about 10:20 p.m. on the night of
Thursday. The boat had been engaged this season in towing between Rapids
City and Clinton, and made one trip to Dubuque with a large flat boat of coal,
just before the high water came on. Once the cam slipped on the port
engine, on the way down from Clinton, and was adjusted and fastened again in a
few minutes, by the engineer. Do not know of a cam breaking while I was on
the boat. One accident occurred to the machinery some two weeks before the
destruction of the boat; the thread of the nut slipped on the cam rod of the
starboard engine. It was near or at the Davenport bridge. We did not
pass quite through the draw, but dropped down with the current and tied up on
the Illinois side below the bridge. No further difficulty occurred.
Never examined the pressure gauge, feeling no uneasiness about carrying too much
steam, the engineer always blew off when the steam was up to 170 as far as I
ever knew; never heard of it carrying 200 or 225 pounds pressure; it could be
done without my knowing it; do not know of any reason for which the engineer
would weight down the safety valve; I never gave him any authority or asked him
to do so. It was a good boat and had a good deal of boiler capacity; the
passenger business was commenced when the railroad became obstructed by the
floods; boats running less than 100 miles are not required to keep a passenger
list. Do not know just how many passengers we have carried; usually carry
pretty many as the certificate would allow—25, but sometimes not more than half
as many. The most of our freight was of a rather bulky and light
character, and the freight traffic was light.
Mr. Dorrance had not finished when the inquest was
adjourned, at 8:30 last evening. The proceedings will commence again at 9 a.m.
to-day.
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The Davenport Democrat, Friday, November 4, 1881, page 1.
ROCK ISLAND
_________
THE INQUEST.
_________
RECORD DAYS EVIDENCE IN
THE JENNIE GILCHRIST DISASTER.
_________
Statements of Patrick
Maines and Dana Dorrance.
_________
The Democrat’s account of the coroner’s inquest as to the
cause of the death of Wm. Wendt on the steamer Jennie Gilchrist, on the night of
October 27th, stopped with the evidence of Joseph H. Moss, one of the
firemen.
PATRICK MAINES,
First engineer of the ill-fated craft was the next witness
called. He said that he had been first engineer on the Mississippi river for
six years. The present was his fourth season on the Gilchrist; had a license
from Girdon & Scott, dated September 1881, good for one year; had repaired the
boat every morning since he had been upon her; the boilers were new two years
ago last April.
The license giving permission to use 169 pounds pressure
was displayed on the boat. The Gilchrist had a license to carry passengers,
which hung in the cabin; was allowed to carry not to exceed 25 passengers. A
steamer to carry passengers requires more life boats than a raft boat does and
also a yawl, wire tillers, wire bell ropes, tec. The law also requires an
anchor, hawser, four axes, one of these to be hung on the pilot house, cork hip
floats. The boat had fifteen cork and twenty-four wood floats when inspected;
the boat had been engaged in towing coal, tec., for the first three years and
never had a passenger license until the present season. The boat had towed
principally for H. M. Gilchrist & Co., between Rapids City and LeClaire. At one
time last spring, a Pitman gib was broken at Camanche. At that time it took
about an hour to disconnect the pitman and run with one engine. This was the
first break down Mr. Maines had until this accident. The Gilchrist started as a
daily packet about ten days before the accident. Perhaps ten to twenty
passengers were generally carried. The reason a passenger license was taken out
last spring because it had previously been found to refuse to carry river men
and others. About a week before the accident when bound to Cordova, the
Gilchrist had gone half way through the draw when the rods seemed to work a
little lose, and a nut on the end of the cut-off was found to have loosened, and
to be cracked. The steamer backed down, and tied up on the island shore, near
the bridge, where she was detained about fifteen minutes to put on a new nut,
and then preceded through the draw. Never knew the Gilchrist to carry more than
170 pounds of steam. When it went up to 170 it blew off very easily. Had never
carried 225 pounds of steam. Left Princeton and crossed to Cordova on the 27th
of October at 8 a.m.
DAN DORRANCE
Pilot and Master of the boat was called. Being sworn he
stated: He was 32 years of age, and a pilot licensed to run boats between
Muscatine and Dubuque, had been employed on the river for sixteen years, in
various capacities. Had seen the papers certifying to the steamer’s inspection
in the spring of 1881. The boat was licensed to carry a steam pressure of 169
pounds. The license was signed by Messrs. Girdon & Scott. The last license of
the witness dates from June 2, 1881, and is good for one year. The Gilchrist
was
LICENSED TO CARRY TWENTY-FIVE
PASSENGERS.
The witness was on the boat when the passenger license
was obtained. It was required of the Gilchrist to have cork life-preservers, a
skiff, four axes, hose to extinguish fires, wire tiller ropes and wire bull
pulls. No extra tiller ropes were on board. Had navigation lights, speaking
trumpets, siphons, fire buckets, etc. The number of cork preservers was about
24. There were also about three dozen wooden floats. The law did not prescribe
where the anchor should be carried. The anchor would have held the boat had it
been cast overboard, provided it could have got a hold in the rocky bottom.
There was on board 400 feet of good strong two inch hawser. It was customary to
CARRY THE ANCHOR
ready for use during low water, but since the improvement
of the rapids this custom has been discontinued.
The coroner adjourned the inquest at 8 p.m. last evening,
without having concluded Mr. Dorrance’s testimony. This morning he was again
placed upon the stand, and continued his testimony as follows:
The Gilchrist was licensed by the inspectors to carry
twenty-five passengers this spring. A boat to carry passengers must have a
boat, axes, life preservers, and floats, hose, wire tiller, rope and bell wires;
extra tiller was on board, had fire buckets, about two dozen life preservers,
and three floats. We had a boat in good order, having recently been repaired;
had an anchor large enough for the boat and 400 feet of two-inch hawser, which
was generally used for hawsing off boats and towing generally.
I could not tell, when in the wheelhouse, the amount of
steam carried, the engineer never received any authority from me, nor did I ever
ask him, to carry any more steam than the law allowed.
Only commissioned to run as a passenger steamer once the
floods, and as we did not run a distance of 100 miles no list of passengers was
required. We have had all the way from 12 to 25 passengers during the time we
have been running, and only a small amount of freight.
The steamer Gilchrist generally left Princeton about one
o’clock, p.m., made landings at Cordova, Port Byron, LeClaire, Hampton,
sometimes at Moline, Davenport and Rock Island, reaching the latter city at
about 10 a.m. We generally towed barges, sometimes one and at other times two.
They were always loaded with lime and coal. We have carried more freight in
weight than we had on the night of the accident, but never so much in bulk, as,
by the clerk’s report, we had 600 barrels loaded on at Davenport, and were two
tiers high, placed inside the hog chains on the boiler deck, gangways to
stairway that led to the pilot house and along the guards were kept open
according to law.
The barrels loaded at Davenport were consigned to
Princeton and Cordova. It was the duty of the clerk to collect fare and keep an
account of the number of passengers. The passage money was 35 cents to
Hampton, 50 cents to Rapids City, LeClaire and Port Byron, and 75 cents to
Princeton and Cordova. I know of no law compelling the owners of steamers to
provide sleeping berths or to supply meals. I think passengers knew that we had
no berths and cold supply no meals; think our passenger rates were about the
same as charged by the Northern Line without meals; do not think that those
steamers furnish staterooms on any such short trips. The cabin of the Gilchrist
was probably 12 x 20 feet, and there were a dozen or fifteen chairs for the
accommodation of the ladies. The male passengers went anywhere about the boat
they desired to. I came on board the Gilchrist about 12:30 on Thursday, and
went to the wheel and assumed command. She had a flat boat and barge in tow,
both loaded with lime. We took on three passengers and an empty flat, No. 3,
belonging to Gilchrist & Co., and towed her to Rapids City, where we coaled and
took on some passengers, then proceeded down the river. We stopped at Hampton
and took on one or two passengers, and then left for Rock Island. I noticed no
difference in the working of the engines on this than any other trip. We landed
at Rock Island about 3 p.m., and landed the flat boat loaded with lime for the
Port Bryon Lime association. They worked the cargo themselves, and after
remaining in Rock Island about ten minutes we went to Davenport with the Robert,
where we discharged—assisted by shore hands, while a portion of the crew were
loading the empty barrels at the foot of Iowa street. We then dropped down to
the Diamond Jo freight house, between Perry and Brady streets, and took on all
our miscellaneous freight, consisting of 20 barrels of flour in sacks, ½ a
dozen ¼ barrel kegs of beer—I think for Princeton, 5 bundles of barbed wire, and
a lot of merchandise, which would probably weight about 3 tons. That was all
the freight on that deck, except 50 barrels, which were piled 3 tiers high,
between capstan and coal box on the forecastle. We left Davenport for Rock
Island about 6 or 6:30 p.m., and took flat 3 in tow and dropped down to landing
above the ferry boat. Rolled on about 400 barrels onto flat No. 3, 150 bundles
of staves, a large number of boxes of soda water, and two or three kegs supposed
to contain whiskey. This occupied about three hours, and the crew and men
employed by the Lime Association were all at work rolling on the barrels. I had
supper about 9 p.m.; think that some of the officers and men had supper, and
that there was dissatisfaction expressed to the cook about supper being so late,
they thinking that he was responsible; he, however, had nothing to do with it.
No one asked me for any whiskey, and I did not see any liquor given to the deck
hands by John Gilchrist, or anyone else. The dissatisfaction caused the mate to
allow the deck hands to get their supper while the others continued to work;
heard no talk about the crew having any whiskey at supper time, nor did not
smell nor detect any liquor among the crew; had not drank anything myself during
the day; think about half the crew were at supper with me. The barge No. 3 was
aground and it took us a half hour to pull it off and place in position ahead
for towing. Blew for the bridge below the ferry landing; at that time we were
some distance from the shore; before reaching the bridge I rang a bell to slow
her down, and called the mate upon the boiler deck, and inquired about the tow.
Learning that everything was all right, we proceeded through the draw under full
speed; think we were about ten minutes getting to the draw; the arsenal clock
was striking ten as we were passing through the draw. We ran up a little
distance on the island side to the eddy and then kept away into the channel,
intending to land at McCosh & Donahue’s new lime kiln which is about a half a
mile above the bridge, on the Davenport side. We had reached about two-thirds
up to where the old bridge was, and about half way between the two shires, when
the wheel stopped. At that moment I asked the engineer what was the matter, and
received no satisfactory answer. Think I heard someone from the engine room say
that we would be alright in a minute. Heard nothing further from the engineer
or engine room until she struck the bridge. Did not know from the time the
wheel stopped till she struck the bridge what accident had happened to the
machinery, and only learned from engineer Maines when on the barge drifting down
the river that the cam rod or full stroke cam on the starboard engine had broken
down. After the wheel had stopped I put the helm to starboard, and headed for
the eddy next to the Island, with the hopes of getting there, but the headway
had ceased, and the boat was drifting with the current. It was the engineer’s
duty to warn the pilot if the machinery broke. I am certain I did not hear any
communication from the engineer through the trumpet.
The inquest adjourned at 12:15 to 1:15 this afternoon,
when Mr. Dorrance was again placed upon the stand, and his testimony continued.
He being the master and pilot of the boat, he will receive a rigid examination.
~ ~ ~ *** ~ ~ ~
Daily Gazette, Saturday Morning, November 5, 1881, page 4
THE INQUEST.
________
Second Day’s Preceding
of the Coroner’s Jury—Dana Dorrance and Peter Hire Testify—A Little
Conflicting—No Evidence that Anybody was Under the Influence of Liquor—No Effort
Made to Anchor the Boat—Exciting Scenes.
________
The examination of Dana Dorrance, pilot of the Jennie
Gilchrist, was resumed at 9 a.m., yesterday. His testimony was as follows:
We had no advertised time for starting, but usually left
Princeton about 7 a.m., and landed at most of the towns on the way, whenever
there was freight to stop for. We usually stopped at Cordova, LeClaire, Port
Byron, Hampton, and sometimes at Moline, Davenport and Rock Island, landing at
the latter place generally about 10 a.m. Always carried barges during the last
ten days, except on two trips; sometimes one and other times, two, which were
always loaded coming down, most with lime. Have sometimes carried more freight
than we had that night, but never more in bulk. I believe there were 600 empty
barrels, piled two tiers high, on end. They were piled all around and alongside
the pilot house, and inside the hog chains on the boiler deck. The vessel was
about 18 feet wide; the barrels did not encroach upon the gangways. They were
consigned to Princeton and Cordova. The clerk did not usually report the number
of passengers to me. He collected the fares. The law does not require the
provision of berths and meals for passengers, and the only difference between
the requirements for day running and night running is a watchman at night. The
cabin was about 12 x20 feet, exclusive of bunk room. It was supplied with 12 or
15 chairs, for ladies use especially. No berths were provided for passengers.
THE PILOT’S REPORT OF THE TRIP.
Peter Hire brought the boat down to LeClaire. I came on
board about 12:30 on Thursday, and took the wheel and command. The vessel had
in tow a flat boat and barge loaded with lime, took on three passengers at
LeClaire; took coal barge No. 6 and towed over to Rapids City. She was not too
heavily loaded. Took some coal on at Rapids City; took on some passengers and
came to Hampton, and received one or two passengers there. Stopped there about
five minutes, we next landed at Rock Island. I was at the wheel myself all the
way down; the boat worked as well as usual, in every respect. (I wish to state
to the jury that at the time the cam slipped at Comanche, spoken of last night,
the slipping was occasioned by the breakage of a four inch bolt in the yoke)
Landed at Rock Island at about 8 p.m. and landed the flat boat loaded with lime,
for the Port Byron Lime Co., who unloaded it themselves; stopped not over ten
minutes; went over to Davenport with the barge Robert, which was unloaded by our
crew, aided by laborers on shore; were at the same time loading empty barrels on
the boiler deck of the steamer. After loading the barrels at Iowa street, we
dropped down to the Diamond Jo warehouse and took on our freight to go
upriver—20 barrels of four in sacks, half dozen quarter kegs of beer, (for
Princeton I think), also five bundles of barbed wire and other merchandise,
amounting perhaps to about three tons; did not see any whiskey. There were 50
empty barrels between the capstan and the coal box on the bow, three tiers in
height. Left Davenport for Rock Island about 6 or 6:30 p.m.; took the flat No.3
in tow and dropped down to the levee above the ferry boat and put on board 375
or 400 empty lime barrels, which were waiting there, occupying nearly three
hours. I got supper before finishing the loading, about 9 o’clock; think part
of the crew did so, but not all. There was some dissatisfaction among the men
in regard to supper, grumbling about it being so late, but there was no direct
complaint to the officers; I was on watch at that time.
THEY WERE GRUMBLING
and blaming the cook; he was not responsible; did not ask
for whisky; do not know that any attempt was made to pacify them by handing out
whiskey; did not see any given them by John Gilchrist or anyone else. I
supposed the plan was to get the load and get started and let them eat
afterwards; but to allay the dissatisfaction the mate allowed a portion of them
to eat; did not hear them speak of having had any liquor, and did not smell any
whiskey on their breath or see any indications of any liquor of any description
that day myself. I think five colored men and one white man ate at the time I
did. In addition to the empty barrels on the flat, we took 150 bundles of
staves, about sixty boxes of pop and bottled beer, two or three kegs—supposed to
contain whiskey, but do not know—a barrel of sugar and two barrels of crackers.
Hauling out from Rock Island we found that flat No. 3 was on the ground at one
end; occupied half an hour in pulling off and getting ready for tow. She was
placed directly ahead of the steamer. Blew the signal for the bridge while
below the ferry landing, out in the river, having drifted down while attaching
the flat for towing; gave the signal for slowing down before reaching the draw;
called up the mate on deck to ascertain if the tow was alright; he said that it
was and had not moved. We then proceeded through the draw at full speed; think
it was working with the cut off while passing; occupied about ten minutes, after
getting started, in getting through. The Arsenal clock struck ten as we were
going through the draw. Passing through on the Island side of the draw, it is
necessary to avoid the eddy below the position of the old bridge, the current
being very rapid around the old abutment. We were therefore obliged to head
considerably toward the Iowa shore to get in the straight, uniform current as
soon as practicable; intended to land the barge at McCosh & Donahue’s lime kiln,
about half a mile above the bridge, on the Davenport side. When about
two-thirds of the way from the bridge to the said lime kiln, and about in the
middle of the river, the wheel stopped. The boat was advancing very slowly.
When the exhaust stopped, I called down to learn what was the matter, and
received no distinguishable reply, but thought I heard someone say, “She will be
ready to go in a half minute;” could get
NO FURTHER
COMMUNICATION,
though I tried several times, until the boat struck; did
not learn what was the matter until afterward, while on the barge, floating down
the river. The engineer told me the full stroke cam rod, starboard side, had
broken. Before the headway was entirely lost, I turned the helm, hoping when
the engine should start, I could get into the eddy on the Island side, and so
get back through the draw without striking if we drifted down. This I was
unable to do; and we drifted back, stern downward, but diagonally, the head
being rather toward the Island. The barge Robert was lashed on the port side,
and remained in position as we drifted down; was therefore, on the upstream
side. We could see that unless the wheel could be started immediately we must
strike the bridge; blew for the bridge to open, but don’t think that it had time
to do so; did not leave the wheel until the boat was within 25 feet of the
bridge; I than passed out and down to the forecastle and over to the starboard
side; as I came down the mate came running around and took hold of my arm,
saying: “For God’s sake, jump on the barge.” I noticed two or three colored
men on the barge; did not go there at that moment; the boat struck
AGAINST THE BRIDGE,
not the pier; when I left the boat for the barge the pipes
were leaning considerably, and the stern half of the steamer was under the
bridge; the stern hog chain caught first, and the bow swung downstream; the mate
and some others preceded me on the barge; he and some of the colored men seemed
to be in a somewhat excited condition. My whole duty, as pilot, was not to
leave the wheel as long as there any possibility of doing anything to save the
boat; I did not know what was the matter, nor whether it was a hopeless case,
until the last moment; my only hope was to get communication with the engine
room so on to know what to do and what order to give; but this failed. It was
the watchman’s duty to look out for the safety of the passengers. The law, Sec.
4.443, gives pilots the right on these small boats, of filling the two offices
of pilot and master, or pilot and mate. On reaching the forecastle I looked to
see whether the boat would strike the pier, and found it would not; could not
see the pier in the darkness from the pilot house; did not give orders
concerning the passengers, to the mate, watchman or any of the crew; could not
reach them by the speaking tube. Several of the passengers were with me in the
pilot house when the accident occurred; I had no time to do anything about the
passengers, and looked to see whether the barge would be a safe place to which
to escape. The whole care of the position of the boat and its danger were on my
shoulders. In the darkness of the very dark night, one could hardly distinguish
a person at a distance of more than six feet; did not know whether the
passengers were then on the boat or the barge.
THE WATCHMAN’S
DUTY
is to be on general watch, ready to attend to any orders or
any alarm, and to arouse passengers in case of notification of danger. The
alarm should come from the party in whose department the accident occurs; the
engineer, in this case; am certain that I received no message from the engineer
about the break; did not give orders regarding the anchor, and no effort was
made to get it out. Perhaps the anchor would have held the boat, but it is
doubtful in that current of seven miles an hour. The bits to which the rope
would be attached are six inches square. Could not have given orders and been
heard from the pilot house. The mate was at supper. The boat was struck, I
think, at about twenty minutes past ten o’clock. The mate might have someone on
watch while he went to supper, if he chose. Was not very well acquainted with
Mr. Wendt; would not know him by daylight. John Zuber of Port Byron, and John
McCabe of LeClaire, and another person whom I do not know, were with me in the
pilot house when we passed the draw. John McCabe was talking to me about trying
to get a cup of coffee from the cook, who had told him he would as soon give it
to a dog as to him—probably considering that he was under the influence of
liquor. I could smell his breath but would not swear to actual drunkenness. He
was in the habit of drinking. Zuber offered me a cigar. After the boat
stopped I spoke to those present of the danger, and kept calling down the
speaking trumpet to learn what was wrong, but, could get no reply. Told those
who were still there to go below and get on the barge, as the boat would go to
pieces in a few moments. They went down ahead of me. Did not know the amount
and character of the danger.
The inquest was adjourned at 12 o’clock, until 1:15 p.m.,
when the examination of the same witness was resumed.
I don’t think it was over
THREE MINUTES
after the engine stopped before the boat struck. That
time, it systematically and coolly employed, would have been sufficient to
notify the passengers and get them on the barge. How it might be about being
able to do so coolly, depends on the kind of passengers dealt with. It must be
the duty of anyone who knew of the danger, to attend to the safety of the
passengers; the engineer in this case. The clerk, if notified, would probably
have endeavored to get the passengers from the steamer. The watchman, although
he assisted to turn the wheel over, might not understand the danger. I sent the
freight on board while the mate was storing it inside; I do not think that he
was under the influence of liquor then or at any time that evening. When the
mate urged us to go on the barge, I did not know but that the passengers were
already on the barge, and it was already too late to notify them of the danger.
I was looking out to see where the chimneys would fall, expecting that they
would fall somewhere on the port barge. [The explanation of the law concerning
anchors was given here the same as in yesterday’s testimony] We passed through
under the bridge at about 30 feet distance from the barge. The port side of the
steamer was down under water, and the boat and barge were abreast, the barge
being on the Iowa side of the boat. We at once made efforts to get the
passengers off the wreck on to the barge; two jumped into the water off the
steamer and we pulled them on the barge; we pushed a piece of the railing which
fell off the steamer on to the barge and rescued Maines, Schatcher and
Beidenreich; did not count up the passengers saved until we had saved all we
then could; the wind was against us, blowing from the Rock Island shore. The
flat No. 3 struck the pier near the stern and swung round on the other side of
the pier, and drifted toward the wreck and along side of it, on the Illinois
side; I though there were some persons on the flat. The Evansville picked us up
at an island near the Davenport side about an hour and a half after the wreck
occurred, and brought us to Rock Island; I and Mr. Gilchrist and the engineer
went to Mr. Sweeny’s house; we sent the passengers to the Commercial House; I
suppose Mr. G. assumed the responsibility of their expenses. The clerk had been
on the boat since we commenced carrying passengers. I supposed some might be on
the front barge, because they might be likely to have gone there earlier, it
being convenient. I am sure the skiff was
IN ITS PLACE
on deck before we went through the draw, but did not see it
when we drifted down on the barge, and could not have seen it on account of the
darkness; the oars were kept alongside the skiff. The bolt which connected the
cams must have been the one which broke near Camanche;
Did not recognize Wendt among the passengers at Port
Byron. Did not apprehend much danger, having understood that it would be all
right in a few minutes. Don’t know the power of the engines. Could not see the
pier from my position in the pilot house, the stern of the boat hiding it. Did
not have any complaint made to me about the mate being drunk before we went up,
or any objection by passengers to the mate acting as pilot. He had never so
acted. Did not hear the engine blowing off steam after the wheel stopped.
Small told me he cut the headlines. I gave no orders to cut them. I would have
given such order if the condition was as he said it was—the boat dragging the
barge under. Did not get on the barge until the lines were cut. I had no
opportunity to communicate them, and no time to act; the whole length of time
being three minutes. We had the required number of watchmen. The mate who acts
as watchman forward, was below at supper when the wheel stopped. The rapids are
not much more dangerous than other parts of the river. We were past the bridge
when he went to supper. The watchman was on duty in the cabin. It is no more
dangerous to navigate with a steamer of sufficient power to pass the rapids,
than any other place,
PETER A HIRE
the other pilot, was then sworn and deposed as follows:
Am 25 years of age, and by occupation a pilot between
Stillwater, Minn., and Burlington, Ia.; have a license from Geo. W. Girdon,
dated July 6th, 1881, for one year. This is my 14th
season on the river; I was mate seven years, and the last three years a pilot on
the aforesaid route; first year as second pilot on the packet “Albany;” last
year on the “Maggie Reany,” “Sterling,” on the “Gilchrist” up to November 14th,
when we laid her up; went on the “Jennie Gilchrist” about eight days before the
accident—on the 20th of October, Thursday morning, at Princeton, as a
kind of general overseer of the work, and second pilot; was hired by Maines,
engineer. One of the steam branch pipes leaked a little last fall, 1880, from
the throttle to the cylinder; not a serious matter, only requiring a new flange,
occupying two or three hours, at Rock Island. No other accident during the
three months that I was on the boat last year. On the day of the accident I
drank no liquor of any kind, nor beer, and saw none given to the crew; know that
none of my men on deck were drunk; did not notice any under the influence of
liquor; all were capable of performing their duty; did not see Mr. Dorrance or
Mr. Maines use any liquor or beer during the day, and am satisfied that both
were sober. Think about 600 barrels were on the boiler deck, but it was not
crowded; a gangway was left clear around the boiler deck and front. Among the
freight taken on at Davenport were six kegs of beer, consigned to Princeton, and
other miscellaneous freight. Got here a little after 6 o’clock. The lime men
helped our men in putting the barrels on board, taking some two hours. Other
freight, including liquor, was taken on here. Backed out from shore at 9:55,
looked at my watch then. The barge was grounded, and we had to pull it off the
bank and changed ends and took the barge in tow in front, and started up. Did
not hear the Arsenal clock bell, as I was eating supper. One of the colored
men, only, came to me and asked for supper. I went to the cook to see if supper
was ready; it was, and I let some of the men go to supper then and the others
after. As I came from supper, the stern of the boat was just passing out about
the draw. The Captain called me up to know if the
TOW WAS ALL RIGHT
lines tight, etc.; looked to see and found all right, and
so reported to him, and went back to supper. J. Gilchrist ate supper with me.
When I came out I walked up to the pilot house door. Just then I observed the
motion of the boat stopped and did not go in. I went to sit down and rest and
sleep in a chair, and relieve the pilot a while if he needed it. We were up
probably two-thirds of the way to the old piers. Heard the pilot call down to
know what was the matter; heard no reply. Went directly down to the engine
room; the engineer was using a hammer and trying to uncouple the cam-rod of the
starboard engine; asked if I could assist him, and he said to run out and turn
the wheel. Mr. Gilchrist and I went out together; don’t know if anyone else was
there beside us on that side; do not know whether it was on the center. Did not
try to turn the wheel, as I saw that we must fly for our lives. Ran back to the
engine room and hallowed for all to get out of there; think we were within 40
feet of the bridge then.
Did not hear any noise in the cabin, and could not see in
there. I kicked the door into the cabin down and called to all that were to get
out on the barge. The empty barge was close to the port side. Passed through
to the next door and found some people there and urged and pushed them along
toward the barge, which was lying tight against the boat; don’t know where the
watchman was. The space I call deck room is a space six or eight feet wide,
open; met with those people in this space; kept shouting; “Get on to the
barge!” Reaching the forecastle, I met Capt. Dorrance, picked up a lantern and
took it along; caught his arm told him to
GET ON THE BARGE
at this time I think the boat had struck; I stood on the
barge and stepped aside to avoid the smoke stack, which was leaning over,
threatening the barge; found some people on the barge, but do not know who they
were, and did not examine until afterward, drifting down. Nothing was done
about the use of the anchor; do not know of any regulation regarding the
location of the anchor; there was not time to have done anything with it, after
I went down; had an order been given when the wheel stopped, I do not know
whether there could have been time for it, as one man could not handle it. The
night was very dark. Received no orders to warn passengers. There was one
regular watchman on board, and I usually acted as such. The passengers were
much excited catching hold of each other; I went in through the cabin and saw
this. Had the watchman been in the cabin when I gave the alarm, I do not think
he would have had time to get all the passengers out; he might have saved some
of them, as we were within 30 feet of the bridge and nearing it rapidly. Did
not see the watchman I kept on calling, “for God’s sake, get on the barge!” Do
not know where the cook and his daughter were. She brought me my supper, and I
saw nothing more of them after. Went in at the engine room door, and kicked out
the cabin door on the port side and opened another on the port side. On going
to the engine room door to see what was the matter, I did not notice anyone
stationed at the speaking trumpet, but there might have been a man there. Mr.
Gilchrist was in the engine room when I got there. Mr. Maines called for us to
turn the wheel. Don’t know how or when he got on the barge.
THE BOAT WAS
TIPPING,
and the water was above my knees; when I jumped on the
barge; I struck on my breast and side on the barge, and climbed on. The barge
had three lines, don’t know whether the head line was then loose or not; think
the others still were; did not cut any lines; I saw someone in the water and
pulled him in; it was Beidenreich. The clerk was in the water; pulled him in
also. After that, we were too far from the wreck to see what was going on. The
barge drifted faster than the wreck. Heard a good deal of hollowing; don’t know
whether I heard Mr. Zuber or not. No one assumed any command on board the
barge. We were safe, and had only to keep still and wait. The Captain did not
give any commands or shout or call, after the wheel stopped, except calling down
though the speaking tube. There were no lights in the pilot house; could not
have seen, when coming down from a light place, whether there was any one in the
pilot house. There were some kegs of liquor, a jug of liquor, and a bucket on
board. The barge was lying close to the vessel, about eight feet forward of the
cabin door. We hailed a skiff and directed it to the wreck.
At 5 o’clock a recess was taken until 6:30 last evening.
On re-assembling at 6:30 P.M., John Scharcher, sworn,
stated:
I am 17 years old, and by occupation clerk; reside at
Rapids City; was clerk of the Jennie Gilchrist since she began to run as a
passenger steamer; my duty was collecting fare and freight; my first experience
at steamboating; have no memorandum by which to know the number of passengers; I
kept a small book but lost it; never have over 25 passengers on board at any
time, nor just that number; ranged from ten to twenty daily. The boat was
allowed to carry 25; collected fare on Thursday, the day of the accident from 12
passengers; Wm. Wendt, of Cordova, was one of them, Henry Thomas, of Hampton,
was another; those 12 were all there were on board that I could find; had
collected all about the time we got through the draw, the last from Wm. Skelton
about the time we passed through the draw; had no particular office or station
on board; kept the books in a little cupboard in the cabin after leaving Rock
Island and saw there Dr. Davenport, Mrs. Wendt, Mrs. Camp, Mrs. Fanny Trevor;
think Mr. Wendt was also there; had then collected all the fares, except
Skelton’s who went out; the last time I saw the cook, Temple, and his daughter,
was in the kitchen; there was a door leading from the kitchen to the engine room
and one from there out on to the guard on the starboard side, and another door
from the engine room out on the port guard; the kitchen was on the starboard
side; when the engine stopped I was in the cabin sitting down; went out back of
the engine room to the “blacksmith shop,” to see about it; Mrs. Trevor told me
to go and see was the matter. There was
NO EXCITEMENT
at that time; did not then know what the cam rod was; came
right back and told Mrs. Trevor what I heard, and she became very much alarmed;
did not then expect the boat would strike the bridge; the whistle was blown and
she said that was the danger whistle; the passengers then became aware of the
danger. Don’t think it was scarcely half minute after I came back and told her,
until we struck; I was in the cabin when we struck. Did not hear any one going
through the cabin warning the passengers to get on the barge. The door leading
from the cabin to the guard on the port side and the one further forward
WERE BOTH OPEN.
Heard persons hallooing outside before we struck; did not
see the watchman in the cabin. I went out through the skylight and went through
under the bridge in the cabin with the rest. Did not go out when I heard
shouting outside, before she struck; there was too much water. Broke out the
skylight with my hands. The water was higher than my head by that time, and
lifted me up.
THE LIGHTS HAD
GONE OUT.
Could not see who was still there. Heard person
splashing around in the cabin when I was getting out. Heard someone hallowing
inside after I got out, and reached in, but could reach no one. Did not remain
long on the deck, but went on the barge by a plank which was pushed out to us.
No one else went over with me. I got on first, Heldenrich next and then Moss,
Heldenreich and I assisting him; Hostie then came on deck, but I don’t know
where from. Did not notice whether the skiff was on deck or not, it was so very
dark; I was the last that got on the barge; do not know where the others went
who were left behind me. Heard the engineer calling though the tube, but did
not hear any one giving warning to the passengers; the life preservers were
hanging up around the boat, none in the cabin that I know of, and none were
passed to the ladies. There was a lantern hanging in the cabin on a nail in a
post, making it easy to see across it, and distinguish persons.
NO ONE TOLD THE
PASSENGERS
of the danger while the boat was drifting on to the
bridge. Had we been informed of the danger immediately after the wheel stopped,
I think, with proper effort, most of them could have got on to the barge between
that time and the time the vessel struck. Mrs. Trevor took hold of my hand;
when the boat struck she let go and I could not get hold of her, or I would have
got her out, I think. When they were putting on the staves I remarked that I
thought we had better leave them till next day, for want of room. There were
two kegs of whiskey, consigned to Wm Wendt, of Cordova, and six kegs of beer,
consigned to H. H. Schloeffel, LeClaire. Don’t know of any whiskey being
served out to any. Saw Mr. Hire that night, but did not think he was drunk.
Don’t know whether he had been drinking. Saw Captain Dorrance. Don’t think he
had been drinking, and don’t know if he ever drinks. The anchor was beside the
boilers; don’t know whether engineer, pilot or mate had been in the water or
not. Was on the same barge with them after leaving the wreck; do not think they
were wet and cold as I was.
At 8:15 the inquest was adjourned until 9 a.m. today,
when it will again be taken up, but for only half a day, as some of the jurors
desire to be absent.
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