The New York herald. [volume] (New York [N.Y.]) 1840-1920, 1865-09-02
I'M. oRTANT TESTIMONY OF THE ENGINtEF
vn1D1cr or Ezn JURY.
The Owners Of the Boat and the Govern
ment inspectors Severely and
Criminally Censured.
THE BOILERS UNFIT FOR USE
DC. 60. &c.

The inquest adjourned on THURSDAY evening was to
umed yesterday morning at eleven O'Clock by Coroner
lover Mr. smyth counsel for the owners OF the boat
informed the jury that the question involved these
the owners engineers or inspectors, sngy
collectively responsible for the disaster which caused
he death OF Elizabeth Ercssons He then read the |
United States laws referring TO steamboat engines and
the duties OF government inspectors and
engineers and the rules governing boilers especially
This he did he sad In order TO show that in the manu-
acture Of boilers used ON steamboat neither the
owners nor engineer has any share that the govern
ment inspectors the only parties who have an oppor
unity of knowing the capabilities of boilers BE said
hose laws and regulations showed how far the owners
and engineer Of the Arrow were masters Of their own
acts and how FAR they controlled by act OF Con-
gross He added that Notwithstanding the unfortunate
position in which Mr.. Hopper placed himself the day
previous he would prove that neither the owners nor
engineer were to blame.
TESTIMONY OF NICHOLAS ST. PIERRE.
Nicholas st. Pierre the first witness examined yes
tcrday forenoon His evidence az follows-l live at
Nyack my occupation is that Of boiler MAKER have
been engaged in this about sixteen years have
been in the employ of Mcssrs p B. D. d. Smyth for
nine years and half; employed by them at repair
ing boilers used their steamboat line; they have been
running boats this year and previously but three
during the time have been boiler reparer for this com
pany have not known Of any loss Of life among passen
gers occurring from any accidents to the boilers previous
to the time of the last explosion on the Arrow at the
last inspection Of the Arrows boilers made repairs
under the direction Of the inspectors whatever repairs
they asked me TO make since the accident have exam
ined the port boiler ue that burst succeeded twice in
getting inside tho nue up to the rent the first day
went in the day that Thomas MCGEE entered the
boiler; followed him the second time was this morn
ing on both occasions succeeded in reaching the rent
nd MINING H.. /
ment called calliper, and measured the rent when
applied it to rule it indicated one sixteenth and one
eighth of an inch large sixteenth, as the thickness
of the plate at the rent would not venture to carry
eighty pounds of steam that boiler; would not be
afraid TO put from thirty to pounds there
was no flaw but if there flaw should not like to
venture carrying much steam; examined the rent
very cssfsy and found the cage que ea S1ar hs
iron; il there had been scale on the INSIDE
OF the iron, and the hydrostatic test had
broken that SCALE would have weakened the sheet at
that point; this break fourteen inches from any
seam is usual for the iron TO give out at the seams
Ing OF the plate upward into the due, which is usually
termed collapse and is quite different from an expo-
SION owner or engineer could know regard
ing weakness of this kind previous to the explosion
boiler maker, could not test the condition OF tn's
plate although have been several times in the boiler
the most careful man / ever met; the rent was not
within two feet Of any patch put on
TESTIMONY OF JOHN SAMPSON.
live in Albany, and am now engaged as fireman on
on the day of the accident; when the explosion took
place ran to the engine room and got there before Mr.
giving directions what should be done he unlocked the
engine himself and shut of the injection; noticed
that the gauge ap do tbnS the
wheels made q perfect revolution either backwards or
forwards, after the explosion
TESTIMONY OF NICHOLAS sLER.
live at Haverstraw, and am fireman by occupation
knew Albert Van Tasse, fireman on the Arrow; fired
with him the Arrow for five days. Mr. vanderberg told
him frequently he should not carry over twenty
pounds Of steam under the certificate OF July Ia,
the boat was allowed thirty pounds; Van Tassel
frequently checked by the engineer for wanting TO
put on NOR, steam OF fremen have no right to
interfere with engineers but they sometimes deceive
them Van Tasse talked wildly at times; the day OF
the accident be told me ne was @ ni
to her. never Van Tassel actually TO raise moro
steam than was allowed
TESTIMONY OF THE ENGINEER.
MY name Is Peter d. vanderberg; live at haverstraw,
and am engineer by profession have been steam
boating for twenty years and an engineer for seventeen
am oonc class gn ans on am All
bay lake steamboats, at the time OF the government
inspection I that everything that was required OF
one pounds of steam when left the dock the day
of the accident shown by the patent indicator or steam
guags that indicator when still and no nre or steam
the accident four pounds and half ndicated was
the in the engine room and unlocked tho engne
driven out OF the engine room by the steam ano
smoke and when my return unlocked the engine
found my hands stripped Of the skim Mr. Spencer told
me be was an engineer ana as was burned 20 paay az
asked me which way to move 1t in order to make the
boat go ahead II he had been an experienced engineer
he would have known this by looking at the engine
when the bell rang Mr. Spencer attempted to start her
but told him she would not work. a. there was moi
steam enough he said she ought 70 work with nv aye
bar he remarked that she did move the boat was ther
under hoadwaN and had still q forward motion
the headway could have produced revolution OF tnt
wheels by opening the Valves the vessel might have
passed one centre but think II did not make one com
- % back Blu. sSe made but
ter OF revolution OF the wheels; Immediately before
the explosion there were but nineteen pounds Of steam
Indicated the quarter revolution showed that there wa
no steam in the good boiler the stop vave was closet
the steam would have been In the uniured boiler; d
inn. the boiler Sood enough FOR S
engine, aud felt perfectly safe in using II; could no
trust the boiler beyond the test Of the Inspectors 81 TN
pounds test but no further trial made; do not con
slider that the omission Of the third test YVES entirely
.hc two trials alone should not ike 10 DO around
boiler the iron Of which Is only onesxteenth IN tnick
ness; Mr. Murphy told that the boiler was three SIX
boilers was asked often why L did not carry NOR
steam, and answered because was not permitted o
he sop S.oss ns Ss
not lifted at the time Of the sxposion think Wa 10
thinness Of the iron, caused BY nav N sne s
similar 70 the one in question: and but onesxteensh
an inch thick do mot think would Be safe 70 easr!
nineteen pounds q steam the usual tnoknes snree
sxteenths II the naw had sassn through q sn pss
tcusr point, leaving one nxtsenth Of On men sog
iron would stand over nineteen pounds Z. nag &
listed in new rlate turned into due, couid no. D
detected BY the engineer In charge OF boat Until ha'
eaten through and in this position could not Be dc
| tectcd until II gave way
rHR coRoNnR's CHARGE. " ~
Coroner Cover then charged The jury ne SAID mat 81
accident had occurred and the lie OF young lady hat
been sacrificed II was for them 70 decide where and OF
whose shoulders the blame lay the cause lay IN an,
defect o the boiler and the owners did not take thu
proper precautions for tho safety Of passengers TRAVELLING
ihe, boats then be urged on me Jury the pecossl
the government inspectors for giving certificate aA<
permission 70 use . larger quantity Of steam thar
| the boiler was able TO sustain, then let thu
| iurv fesressy hold them up TO public odium. II thu
engineer remiss in hrs duty lot them nct DO move'
by false compassion for him on account Of his suffering
from the disaster but they should denounce him for hi
criminal neglect o. the important duties allotted 70 him
tbrouahout the entire country innocent lives DAHL
sacrificed through cuPsblo neglect on railroads an