John became a Marine Engineer at the age of 33. Initially qualified as a toolmaker, he also had experience as a factory supervisor, and more recently as a Workshop Supervisor with the Snowy Mountains Hydro-Electric Authority. [i] [ii] [iii] This background positioned John well to be a Marine engineer with lots of hands-on experience with power generation and maintenance.
Why John
chose to go to sea at this time is not clear but some say he was running away
to sea to avoid the problems of his first marriage.
“From 1950 to the late 1970s the British
Merchant Marine was desperately seeking really good marine engineers to replace
the dreadful losses during WW2, and the best of our Australian engineers rushed
overseas to get away from the frightful conditions prevalent on the Australian
coast ships. … What was left on the Australian, and to a certain extent, the
New Zealand ships were those so-called engineers who were virtually
unemployable elsewhere, uninterested in their profession and unwilling, perhaps
even incapable, of training junior engineers.[iv]
It was in
this environment that John was introduced to the new skills he needed to become
a competent Marine Engineer. He rose
quickly up in his first position on the vessel SS Arafura where he began as 8th
Engineer in April 1957, becoming 6th Engineer by 28th December that
same year.
“During this period, he was on watch with a Senior Engineer for eight hours per day on the Main Engines and Boilers”[v]
Then he went on to work as the Junior Engineer Officer on the S.S. Nellore from 11 September 1957 to 12 December 1957.
“During this time he was second in seniority of
a regular watch, of eight hours in twenty four, on Main Engines and boilers.”[vi]
The
Engine Room of a Ship
“The
Environment is generally hot and noisy inside the Engine room. The temperature
may even rise as high as 55 Degrees Celsius. However, they don’t generally
spend more time down there apart from Scheduled Maintenance which is generally
done while the ship is in Port. Marine Engineers make regular inspections and carry
out any repair and maintenance according to the schedule.”[vii]
The job
requires physical endurance and deep technical knowledge with immense
troubleshooting skills. When something goes wrong engineers will work until it
is resolved, no matter how long it takes using the limited resources available
on the ship.
Then John joined
the crew of the S.S Monowai in early 1858.
“The Monowai was a very old ship, built in 1925 and her service ended in 1960, … she was being allowed to ‘run down’, at least as far as Lloyds and the Ministry of Transport would permit”.[viii]
While onboard the SS Monowai John was involved in two incidents. The first incident was
in February 1958:
“This is how it happened, During the time of
manoeuvring the ship engine room has to be run in a manner that is not very
efficient but capable of swift changes.
So that as soon as the job is going full ahead as it is soon after
leaving the wharf certain valves have to be opened & others closed in the
interests of this efficiency … short, largely due to insufficient instruction …
I mistakenly closed the wrong valve and shortly afterwards the engine room was
plunged into pitch darkness & filled with steam and smoke and everything
(as has been said before) ground to a halt. …”[ix]
The second
incident was in March 1958:
“We had a major breakdown coming out of
Wellington which made my [previous] effort look sissy. Sheared the bolts in the main coupling on the
port engine. So it was everybody down
into the nuts & bolts to sweat it out.
The anchor being dropped.”[x]
The incident was also reported in the local New Zealand
press on 4 March 1958, as the Monowai returned to Port for repairs.[xi]
John did not cause the incident but during the recovery phase after he did not
perform well:
“During the struggle I made a
simple but critical mistake so I am now fired.”[xii]
With the shortage of labour John soon found employment with
the Adelaide S.S. Company. John the joined the S.S. Baroota on 11 April 1958 in Freemantle, with the rank
of 5th Engineer and began working twelve-hour shifts.[xiii]
“I can’t help being amazed by the
difference in atmosphere between this job & the ‘Monowai’. Everyone
is friendly, so co-operative & helpful. Nothing is a trouble.
The chief is a real old gentleman with a fine sense of humour & a ready
wit. The second is a very superior type, quiet, unassuming. He certainly
inspires confidence. Considerate is the word. … I’m still working eleven
or twelve hours every day but under such conditions that is no trouble at all.
…”[xiv]
And then a
disaster struck:
“Mr. Williamson was on watch with me at
6.40a.m. on the 23.4.58. When examining the gland of the No.2 Steam Generator
he accidentally tripped and fell and his left hand was caught between the engine
flywheel and engine bed-plate. The rotation of the flywheel being clockwise his
left hand was drawn into a space of 3/8ths of an inch. The machine was almost
stopped by the friction between his left hand and the flywheel, and I was
unable to free his hand before it was badly injured. Eventually the action of
the machine slowing down enable us to free his left hand.” [xv]
John had
“stumbled on the plates between the two main
generators, and put [his] left hand out to save [himself] which slipped on the
plates and became caught between the flywheel of the operating generator and
the deck.” [xvi]
Recovery:
“Have had a 2 h[ou]r operation
of grafting done to the back of the fingers. Was subsequently told it was
unlikely that index finger could be saved & amputation would be
necessary. However doctor now says it’s a miracle & I’ll probably
keep the fingers. Also complicated skin graft requiring “tunnel to be cut
in stomach thru which hand is inserted” no longer necessary. But further
grafting will require further operations. ”[xvii]
“I’ve had my second skin
graft. My hand begins to look more like
a hand although the news is not so good as it has become infected. If it’s less than 60% take we’ll have to go
thru it again which I’d rather not thanks anyway I’ll be fresh out of hide if
we keep this up.
They’ve taken the skin for the
back of my hand from my thigh so I’m going to have a very hairy back of
hand. In fact it strikes me that my hand
will be rather patchwork with a muscular biscep [sic], [probably intends
biceps] (ahem!) on the back of my fingers.”[xviii]
“My hand is much better, thanks. Still very ugly of course (who cares?) &
a little stiff and uncomfortable. I’m
having daily ray & physiotherapy but manage to get to work at about 10am in
the drawing office where I’m working as a glorified office boy, light duties,
ahem, but I should be back at sea by Monday week, thank goodness.”[xix]
Back at Sea on the Beltana
“At first I was a bit shaky
about going down into the engine room but I’m gradually gaining confidence
& the Chief & the second engineer seem quite pleased with me which is
encouraging.”[xx]
Then while waiting for his next assignment John does a five-day
trip for the company with his old ship the S.S.Baroota working in the same
engine room where he had his serious accident. He was replacing two colleagues
on sick leave one off with a hernia, the other suffering from contact
dermatitis.[xxi]
John next joined the S.S.Beltana where the fourth and final incident
happened in April 1959.
“[O]n Thursday we had a major
disaster. The steam pipe to the steering engine burst. Which meant of course,
that the ship was entirely out of commission. So natch [colloquial, for
naturally], your hero was in it up to his ears, …”[xxii]
The engine room of a ship can be a very dangerous place, and
although John did not seriously get hurt this time the danger was ever-present.
By the end of 1959 after three years at sea John resigns on 1 November after a
month of leave returning permanently to land.[xxiii]
He begins a new life with his new partner, Judith, who he met on the S.S.
Monowai in 1958, the only passenger ship he worked on during his short seafaring
career.
This post was written in response to the writing prompt May Day - Ancestor injuries and deaths, for more detail, see Elizabeth Swanay O'Neal, "The Genealogy Blog Party: May Day!," Heart of the Family™ (https://www.thefamilyheart.com/genealogy-blog-party-may-day/ : accessed May 28, 2022).
Useful links for backgroundWikiTree Profile for John Palmer Williamson (1923 - 2006)
T. S. S. Monowai, 1925 - 1960. http://www.nzmaritime.co.nz/monowai/monowai.htm. Accessed 28 May 2022.
For
further reading
Christine Filiamundi, A Story to Tell: Letters from John Williamson to Judy Todman 1958 to 1959, 2021, self-published.
A thoroughly modern woman Judy and her Vespa
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Sources:
[i] Christine
Filiamundi, A Story to Tell: Letters from John Williamson to Judy Todman 1958
to 1959, 2021, self-published, page 5.
[ii] E.Quale(Chief Engineer), Letter of Service for Mr. John Williamson at Selmer Engineering, 12 September 1953, Personal papers of John Williamson.
[iii] Christine
Filiamundi, A Story to Tell: Letters from John Williamson to Judy Todman 1958
to 1959, 2021, self-published, page 5.
[iv] Letter Bill Riley to Christine
Filiamundi, March 2015, Personal papers of Christine Filiamundi
[v] A.J.
Norman (Chief Engineer), Letter of Service for Mr. J.P.Williamson on the
S.S.ARAFURA, 3.12.56 to 12.4.57, 12
April 1957, Personal papers of John Williamson.
[vi] Alex. J. Sommerville (Chief Engineer
Officer), Letter of Service for Mr. J.P.Williamson on the S.S.NELLORE,
11 September 1957 to 12 December 1957, Personal papers of John Williamson.
[vii] ‘What Is the Life of a Marine
Engineer Like?’ Quora, https://www.quora.com/What-is-the-life-of-a-marine-engineer-like.
Accessed 28 May 2022.
[viii]
Letter Bill Riley to Christine
Filiamundi, March 2015, Personal papers of Christine Filiamundi
[x] Letter
dated March 1958 from John Williamson, SS Monowai to Judy Todman, New Zealand. (from
Judith Williamson’s collection of personal papers, original copy now held by
Sandra Williamson.)
[xi] MONOWAI
RETURNS TO PORT, PRESS, VOLUME XCVII, ISSUE 28526, 4 MARCH 1958, PAGE 7, https://paperspast.natlib.govt.nz/newspapers/CHP19580304.2.53
accessed 28 May 2022
[xii] Letter
dated 29 March 1958 from John Williamson, Sydney to Judy Todman, New Zealand. (from
Judith Williamson’s collection of personal papers, original copy now held by
Sandra Williamson.)
[xiii]
John Williamson injury on the
SS Baroota NAA:D935, 1958/121 citing Account of Wages and Effects of a Seaman
Left behind on the Ground of Unfitness or Inability to proceed on the Voyage
[xiv] Letter
dated 21 April 1958 from John Williamson, S.S. Baroota at Sea to Judy Todman. .
(from Judith Williamson’s collection of personal papers, original copy now held
by Sandra Williamson.)
[xv] John Williamson injury on the SS
Baroota NAA:D935, 1958/121 citing Inquiry report section concerning the
Witness Statement of Alan Charles KEATING
(2nd Engineer of the “Baroota”), 8 May 1958
[xvi] John Williamson injury on the SS
Baroota NAA:D935, 1958/121 citing Witness statement 2nd page [first
page missing] of John Williamson in his own handwriting recording the events of
the accident, witnessed on 1 May 1958.
[xvii]
Letter dated 21 April 1958 from John Williamson, S.S. Baroota at Sea to Judy
Todman. (from Judith Williamson’s collection of personal papers, original copy
now held by Sandra Williamson.) [letter begun 21 April 1958 but finished
several days later his accident. This letter has the first news of the injury
to John’s hand.]
[xviii]
Undated letter circa 3 May 1958, Williga Nursing Home, Adelaide from John
Williamson to Judy Todman (from Judith Williamson’s collection of personal
papers, original copy now held by Sandra Williamson.)
[xix] Letter
29 July 1958 from John Williamson, c/o Adelaide Steamship Co., Drawing Office,
East Balmain to Judy Todman, New Zealand. (from Judith Williamson’s collection
of personal papers, original copy now held by Sandra Williamson.)
[xx] Letter
2 September 1958 from John Williamson, S.S. Beltana to Judith Todman, New
Zealand. (from Judith Williamson’s collection of personal papers, original copy
now held by Sandra Williamson.)
[xxi] Letter
28 January 1959 from John Williamson, S.S. Beltana to Judith Todman, Melbourne,
Victoria, Australia. (from Judith Williamson’s collection of personal papers,
original copy now held by Sandra Williamson.)
[xxii]
Letter 3 April 1959 from John Williamson, S.S. Beltana to Judith Todman,
Melbourne, Victoria, Australia. (from Judith Williamson’s collection of
personal papers, original copy now held by Sandra Williamson.)
[xxiii] Register of engineer, Employment Record Card for J.P.Williamson, joined Adelaide Steamship Company 11 April 1958, resigned 1 November 1959, citing Noel Butlin Archives Centre, Register of engineer Jan 1946 - Dec 1949 (Creation), Reference code AU NBAC N46-914
