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SESSIONAL PAPERS

VOLUME 16

FIFTH SESSION OF THE TWELFTH PARLIAMENT

OF THE

DOMINION OF CANADA

SESSION 1915

VOLUME L.

109157S

5 George V.

Alphabetical Index to Sessional Papers.

A. 1915

ALPHABETICAL INDEX

TO TI1E

SESSIONAL PAPERS

OF THE

PARLIAMENT OF CANADA

FIFTH SESSION, TWELFTH PARLIAMENT, 1915.

Abercorn, Quebec — re number, salaries of

employees at Customs port of in 1911.. 180

Agriculture — Report of the Minister of
for year ended March 31, 1914 15

Agricultural Instruction Act — Report on

for 1913-14 93

Agricultural Instruction Act — Return _re
arrangements between Government and
Provinces 93a

Agricultural Instruction Act — Correspon-
dence between Dr. C. C. James, J. C.
Chapais and Provinces re 936

American citizen — re killing of, and shoot-
ing another by Militia in Lake Erie,
etc 143

Antigonish Harbour — re dredging at since

1912, etc. . .% 164

Armoury at Amherst, N.S. — re construc-
tion of, etc 89

Archives — Report of work of for year

► 1913 29b

Astronomer Chief — Report of for year

ending March 31 25a

Atlantic Ocean Freight Rates — Documents
re from Nova Scotia to Dept. of Trade
and Commerce, since August, 1914.. 267

Auditor General's Report 3 Vols. — Pts.

A to L; M to V; V to Z 1

Baker Lake, N.B. — re correspondence be-
tween Dept. of Marine and Fishery
Overseer at 297

Barracks Property, Shelburne, N.S. — re
purchase of by Government 273

Bannatyne, R. — re copies of documents
respecting cancellation of entry for N.
W. J section of land in section 24,
township 35, range 18, west of 2nd
meridian 104

79240—1

Belanger, Theophile — Correspondence re
claims made by the detention of bag-
gage, etc 254

Belgium — Communication from Consul
General of re protest of against German
Chancery, etc 233

Bluff Head, Yarmouth Co., N.S.— re re-
pairs and extension of breakwater at. 186

'3onds and Securities — Detailed state-
ment of since January 21, 1914 102

Joots — Report of Board of Officers on,
as supplied to Canadian force 91

Boots, ankle — Showing how many firms
ordered from, number of, etc 117

Bow River Power and Storage Investi-
gation, seasons of 1911-12-13 25<

Brownlee, T. A. — re medical supplies pur-
chased from by Government since July
1, 1914 261

Bicycles — re number of firms and persons
from whom Government ordered since
July 1, 1914 225

Canadian Pacific Railway : —

Average cost per mile from inception

to date, etc., also average rental, etc. 46

Copy of agreement between Govern-
ment and re special grant respecting
irrigation system in Alberta 98

Re lands sold by during year ended

September 30, 1914 106

Re Copies of O. in C. re required under
Resolution passed in 1882, since last

return 115

Canadian Northern Railway Co. : —

Return showing total bond issue of,
and affiliated companies, cost to date
of construction of lines composing
system, etc 79

Copies of Reports of Committee of
Privy Council re advances made to,
and also G.T.P. Ry. Co., etc 190

5 George V.

Alphabetical Index to Sessional Papers.

A. 1915

Canada Cycle and Motor Co. — Relating
to tires purchased by Government from 130

Canadian Car and Foundry Co. of Am-
herst, N.S. — re cost of preparing for
military purposes, etc 155

Capitally convicted persons in Canada —
Statistics from 1867 to Feb. 1914.. .. 53

Caraquet and Tracadie — re tenders re-
ceived for mail service between.. .. 191

Carslake Hotel — re purchase of for Post

Office purposes 218

Census of Canada, 1911 — Agriculture,

Volume IV B

Chance Harbour and Trenton, Pictou Co.

N.S. — re mail contract 167

Churchill and Port Nelson, Ports of — re
plans, reports, and soundings of . . . . 70

Civil Service List of Canada, for year,

1914 * 30

Civil Service Commission — Annual Re-
port of for year ended August 31, 1914. 31

Coal imported into Alberta, Saskatche-
wan and Manitoba from U. S. in 1914
— duties, etc 96

" Coasting Voyages " — respecting such
as defined in Canada Shipping Act
since 1886 , . . 214

Commander Lieut. — Lieutenant Comman-
der Engineer, and Lieutenant Com-
mander, R.C.N.V.R.. Navy 43a

Conciliation and Investigation — Report
of Registrar of Board of, year ended
March 31, 1914 36a

Cotton Shirts — re names of firms or per-
sons from whom purchased by Govt,
since July 1, 1914 260a

Criminal Statistics for year 1913 17

Customs — Report of Department of for
year ended March 31, 1914 11

Dairy and Cold Storage Commissioner-
Report of for year ended March 31,
1914 15a

Dartmouth and Dean's, P. O. Branch of
I.C. Ry. — Names of persons from whom
lands have been bought, etc 251

Demarcation of Meridian of 141st Degree
West Longitude — Report of Commis-
sioners, re 97

Destructive Insect and Pest Act — Regu-
lations under . . : 92

Dismissals : —

Avard, Fredk., of I.C.R 82

Arbuckle, Isaac, foreman carpenter on

I.C.R. at Pictou, N.S 244

Blais, Alex., Levis, Que. — Customs offi-
cer at Bradore Bay 240

Bruce, Wiswell — Sectionman at Stel-

larton, N.S. on I.C.R 198

Brennan, Jas., fireman, I.C.R. at Stel-

larton, N.S 112

Bonnyman, Alfred H. — Postmaster at

Mattatal Lake, N.S 204

Case, W. A. — Govt. Quarantine Service

Halifax, N.S 80

Carter, Warren, of I.C.R 82

Cyr, Emile, Postmaster at St. Hermas,

Co. of Two Mountains.. 275

Day, Jos., of Little Bras D'Or, N.S... 292
Dion, Ulric, Lightkeeper at St. Chas.

de Caplan, Quebec 58

Employees — dismissed, resigned, desert-
ed to date, etc., from Oct. 10, 1911... 85

Dismissals — Continued.
Employees — dismissed, resigned, desert-
ed to date, etc., from Oct. 10, 1911.. 85a
Employees — dismissed, resigned, desert-
ed to date, etc., from Oct. 10, 1911.. 85&
Employees — dismissed, resigned, desert-
ed to date, etc., from Oct. 11, 1911.. 85<
Employees — dismissed, resigned, desert-
ed to date, etc., from Oct. 10, 1911.. 85(i
Employees — dismissed and appointed

in P.E.I, since Oct. 10, 1911, to date. 86
Humphries, A. E., Inspector of Immi-
grations, Lethbridge, Alta 132

Hutchinson, Leonard, Chief Keeper,

Dorchester Penitentiary 181

Hurlbert, T. P., Postmaster, Springdale,

Yarmouth Co., N.S 208

Higginbotham, Edwd. N, Postmaster,

Lethbridge, Alta ' 274

Ingraham, H. W., Asst. Registrar of

alien enemies, Sydney, C.B 157

Lariviere, Mr. — Dominion Lands Agent

at Girouard 100

Mallet, Mr. — Captain of lifeboat station

at Cheticamp, N.S 159

Marshall, Chas. H. — Postmaster at

Nanton, Alta 211

Medicine Hat, and McLeod — dismissals
and appts. in present constituencies

of from 1896 to present date 296

McGibbon, A. R. — Customs Service,

Lethbridge, Alta 108

McKenzie, Dr. John — M. D. to Indians

of Pictou Co., N.S 160

Postmaster at Johnstown, Richmond

^Co., N.S 62

Postmaster at St. Romuald, Que.... 105
Pipes, Brown — Customs service Leth-
bridge, Alta 108

Shelburne Co., N.S. : —

J. V. Smith of (Wood Harbour) ;
John H. Lyons, Barrington Pas-
sage ; Wm. L. Smith, Baccaro ; E.
D. Smith, Shag Harbour; J. A.

Orechia, Woods Harbour 139

J. C. Morrison, Shelburne ; Albert
Mahaney, Churchover ; W. L. Smith,
Baccaro, N.S. ; J. A. Arechia,
Lower Wood Harbour, and J. C.

Morrison, Shelburne, N.S 139a

Thomas, John, Postmaster at Ham-
mond's Plain, N.S 205-205a

Thomson, W. M., Postmaster at Fort

Qu'Appelle, Sask 244

Dominion Police Force — Statement relat-
ing to for year 1914 69

Dominion Trust Company — documents re
incorporation of, etc 121

Dominion Trust Company respecting cer-
tain Act passed by Legislature of B.C.,
relating to 121a

Dominion Lands Survey Act, O. in C.
from Dec. 13, to January 15, relating
to 128

Dominion Lands Survey Act, O. in C.

from January 1914 to February 1915. 128a

Dominion Lands within 40 mile Ry. Belt

in B.C.— O. in C. in 1914 re 128&

Dominion Lands — 40 mile Ry. Belt B.C. —
O. in C. re between Dec. 1913, and Jan.
15, 1915 128c

Drill Shed or armoury at Inverness, In-
verness Co., N.S. — Correspondence re. . 125

Duck Mountain Timber Reserve — docu-
ments re placing of settlers on home-
steads of, etc 259

5 George V.

Alphabetical Index to Sessional Papers.

A. 1915

Estimates required for service of Domin-
ion, year ending March 31, 1916 3

Estimates Supplementary for service of

Dominion, year ending March 31, 1915. 4

Estimates Further Supplementary for
service of Dominion, year ending March
31, 1915 5

Estimates Further Supplementary for
service of Dominion, year ending March
31, 1916 5a

Edmundston, N. B. — Clair N.B., and
Green River, N.B., re customs money
collected at for last five years . . . . 137

Elections — By, held during year 1914.. 18

Empress of Ireland — Report of Royal

Commission, and evidence relating to. 21b

Engineer Officers — Regulations re classi-
fication of 43b

" Eureka," Str. — names of sailors em-
ployed on, years 1910, 1911, 1912, 1913. 78

European War — Memo, respecting work
of Dept. of Militia and Defence re
1914-15 75

Exchequer Court of Canada — Rules, or-
ders, etc., made in Feb. 1915 54a

Exchequer Court of Canada — Rules, or-
ders, etc 54

Experimental Farm — Report of Director
of, etc., for year ending March 31,
1914 16

Express Companies — agreements entered
into between Depts. of Fisheries and
Railway, etc 59

Express Statistics of the Dominion of

Canada, year ended June 30, 1914.. 20e

Experimental Farms, Report of Director
of, for year ending March 31, 1914,
Vol. II 16

External Affairs — Report of Secy, of
State for, for year ended March 31,
1914 29a

Farrington, J. F.— B. H. Smith, and H.

C. Dash — re moneys paid to, etc. ... 56
Ferguson, Thos. R. — Report of re Blood

Indian Reserve, etc 266

Ferguson, Thos. R. — Return re Riding
Forest Reserve, etc 268

Ferguson, Thos. R. — Copies O. in C. — P. C.
1109 and P. C. 1589 — re appointment
of as commissioner 291

Ferguson, Thos. R. — Report of re " Cra-
ven Dam," Walter Scott, Lieut. Gov-
ernor Brown, and J. G. Turriff 290

Ferguson, Thos. R. — Report of Grazing
Ranch No. 2422, J. G. Turriff, A. J.
Adamson and J. D. McGregor 2S9

Ferguson, Thos. R. — Timber Berths 107
and 11 OS, W. H. Nolan, A. W. Fraser,
and J. G. Turriff 288

Ferguson, Thos. R. — Aylwin Irrigation
Tract, E. A. Robert and J. B. Mc-
Gregor 287

Re Bulletin Co., Hon. F. Oliver and G. T.

P. Railway Co 286

Ferguson, Thos. R. — Southern Alta. Land
Co., Ltd., Grand Forks Cattle Co., J. D.
McGregor, Arthur Hitchcock, etc.... 285

Ferguson, Thos. R. — Blood Indian Reserve

and Frank Pedley 284

Ferguson, Thos. R. — Kananaskis Coal Co.
Ltd., Howard Douglas, Geo. E. Hunter,
Walter Garrett, etc 283

Ferguson, Thos. R. — Timber Berths 550J
and 528, H. Douglas, R. E. A. Leach,

D. J. McDonald, etc 282

79240— U

Ferguson, Thos. R. — re (a) Dominion
Lands; re (b) Timber and Mineral
Lands, etc. ; re (c) Water Power and
rights; (d) Indian Lands and Indian

Reserves 281

Report of to investigate all matters re
Dominion Lands, Indian Lands, Re-
serves, Water Powers, etc., since July,
1896, etc 281

Foster, Wm. Gore, of Dartmouth, N.S., re
appointment of as Inspector of Indian
Reserves 176

Fenian Raid Volunteer Bounty — re
names, addresses, etc., to whom paid
in Co. of Yarmouth, N.S ^ 145

Fenian Raid Volunteer Bounty — re
names, addresses, etc., to whom paid
in Co. of Guysborough, N.S 146

Fenian Raid Volunteer Bounty — re
names, addresses, etc., to whom paid
in Co. of Antigonish, N.S 150

Fenian Raid Volunteer Bounty — re
names, addresses, etc., to whom paid
in Co. of Pictou, N.S 162

Fenian Raid Volunteer Bounty — re
names, addresses, etc., to whom paid
in Co. of Pictou, N.S 162a

Fenian Raid Volunteer Bounty — re
names, addresses, etc., to whom paid
in Co. of Inverness, N.S 226

Ferguson, G. Howard— re Investigations
held by ; also fees paid to since Oct.,
1911 83

Ferry service, between Halifax and Dart-
mouth, N.S. — re establishment of . . . . 215

Ferguson, Thos. R. — Report of re Indian
Lands, Jas. A. Smart, F. Pedley and
W. T. White 266

Fisher, Ward, Shelburne, N.S. — Fishery
Inspector — re amounts of money paid
to years 1912, 1913 144

Fisheries in tidal waters — re proposed
transfer of from Provincial to Federal
control 228

Fisheries in Quebec Province — re control
of — also List of licenses granted by
either Govts, for present year 230

Flannel shirts — re number of firms or
persons from whom Govt, purchased
same since July 1, 1914 260

Flynn, Wm. — re Instructions sent to re-
garding investigations re employees of
Marine and Fisheries in Bonaventure
Co., Que., etc 57

Food-stuffs — exportations to foreign coun-
tries other than United Kingdom.. .. 120

Forest Reserves and Park Act — Orders
in Council re (between Dec. 1913 and
Jan. 14) 127

Forest Reserves and Park Act — Orders
in Council re between May, 1914 and
July, 1914 127a

Forage Caps — re number of firms, etc.,
from whom Govt, ordered same since
July 1, 1914 237

Freight rates charged years 1912-13 on
wheat by C.P. Ry.'s, lines, Allan lines,
and Canadian Northern Ry.'s lines
from Canadian Ports to those of Unit-
ed Kingdom 81

Fresh Fish re transportation of between

ports in N.S. and United States.. .. 153

5 (Jeorge V,

Alphabetical Index to Sessional Papers.

A. 1915

Geographic Board Report of for year 1914 25c?

Georgian Bay Canal — respecting peti-
tions, documents, etc., re construction
of from Sept. 21, 1911 72a

Geological Survey — Report of for year

1913 26

Georgian Bay Canal — Return re propos-
als to Government for construction of,
etc 72

Gingras, J. E., re appointment of as post-
master St. Romuald, Que 209

Governor General's Warrants, etc., issued
since last session of Parliament, 1914-
1915 64

Government offices — re answer in Han-
sard page 161, respecting furnishing of
same 193

Grain — re results of all grain per grade
in terminal elevators in Port Arthur
and Fort William in 1912, 1913, 1914.. 235

Grand Etang — re conduct of Postmaster
at since appointment at to date.. .. 210

Green Harbour and vicinity — re regula-
tion of fish traps in 213

Gutelius, F. P. — re naturalization of, etc. 141

Heard, David, and Sons — re mail con-
tract with between Whitby and G. T.
Ry. Station 189

Highwater, Que. — re number of, salaries,

etc., employees at customs port of . . 179

Homestead lands in Saskatchewan — re
fractional areas of sold in 1914 192

Hopper, Newton — re suspension of as

Conductor on I.C.R., etc 197

Horses — Valcartier Camp — re names of
parties purchasing same — prices paid,
etc 272

Hudson Bay or James Bay — re number
of ships chartered by Govt, to go there
since Oct. 1911 148

Hudson Bay or James Bay — re number
of ships employed by Railway Dept.,
amt. expended, etc 148a

Hydrographic Survey — British Columbia.

ReDort of for year 1913 25/

Intercolonial Railway : —

Tenders re purchase of cars for in
years 1912-1913 45

Documents re purchase of cars for in

years since July 1, 1914 45a

Freight revenue for certain stations on

for years 1913-1914 47

Names of Staff in several Depts. at
Moncton — Salaries, etc 48

Return asking if official statement re
wages to be paid to officials absent
on active service, etc 113

Return re the supplying of ice for same
at Port Mulgrave, N.S 118

Return re sale of hay on lands belong-
ing to in Parish of Bic, Rimouski
Co 196

Return re Inward tonnage freight, and
outward do, January, 1915 199

Imperial Conference — Correspondence
since January 1, 1915 as to calling of
re Naval Defence 149

Indian Affairs — Report of Department of
for year ending March 31, 1914.. .. 27

Indian Reserve, Restigouche, Que. — Docu-
ments, etc., re. .' 77

Insurance — Report of Superintendent of
for year 1914 8

Insurance — Abstract of statement of for
year ended December 31, 1914 9

Inverness Co., N.S., re amounts expended
by Dept. of Public Works in, from 1896
to 1915 187

Inland Revenues : —

Reports, Returns and Statistics of for

year ended March 31, 1915.

Parti. — Excise 12

Part II. — Inspection of Weights and

Measures, Gas and Electricity.. .. 13
Part III. — Adulteration of Food.. .. 14

International Purity Congress — Report of
Government Delegates attending. . . . 142

Interior — Annual Report of Department
of year ending March 31, 1914, Vol. I. 25

Interior, re appointments to Dept. of, in
Constituencies of Medicine Hat and
McLeod — names of, etc 241

Irrigation Act — O. in C. passed between
Dec. 1913, and January, 1915, re.. .. 129

Isle Perrot — re Construction of bridge to
connect with mainland at Vaudreuil.. 182

Island of Montreal — re Construction of
bridge between and mainland at Vau-
dreuil 182a

Jordan Breakwater, Shelburne Co., N.S.
— re repairs, etc., to same 185

Judges — re appointment of since Febru-
ary, 1913 51

Justice — Report of Minister of re Peni-
tentiaries, etc 34

Kit-bags, re purchase of by Govt, since

July 31, 1914 262

Labour, Report of Department of for
year ended March 31, 1914 36

Lakes of Two Mountains, St. Francis and
St. Louis — re rescinding of prohibition
of net fishing in, 1915 231

Lethbridge — re supplies, etc., for field
battery being trained at, etc 163

Librarians of Parliament — Joint Report

of 40

Liquors spirituous, cigars, cigarettes and
tobacco — quantity of taken out of bond
in Aug., 1914 at Ports in Dominion. . 236

5 George V. Alphabetical Index to Sessional Papers.

A. 1915

List of Shipping for Canada up to De-
cember 31, 1914 22

.Loans — re correspondence on subject of
— from Imperial Govt, to Canadian
Govt 156

Lobsters — re licenses to pack issued by
Govt., issued between Jan. 1, 1912,
and Jan. 2, 1913 280

Lower Burlington, N.S. — re construction
of wharf at 184

Lower Wood Harbour, N.S. — re proposed

wharf at 220

Lumber Supply to Militia Dept. re train-
ing Camps at Medicine Hat and Cal-
gary 270

Lynch, Margaret — re expropriation of
lands belonging to in Fredericton, N.
B, by I.C.R 200

Mails : —

Carrying of between Grand River Falls
and Grand River, N.S 61

Relating to contract between Armagh

Station and Mailloux, Bellechasse Co. 133

Relating to documents connected with
tenders for service between Low

Point and Creignish Station, 1913-14. 134

Relating to contract between New Ross
and Vaughan's P.O., Waterville, N.S. 135

Relating to contract between Mabou

and Whycocomagh, N.S 136

Relating to contract between Chance
Harbour and Trenton, N.S 167

Relating to contract awarding of at
Maria Capes, Bona venture Co., in
1914 168

Relating to contract for rural delivery
in Township of Dundee, Huntingdon,
Que 169

Relating to proposed service between
Lower South River and South Side
Harbour, N.S 170

Relating to carriage of between Canso
and Guysborough, documents re
since 1914 171

Relating to route, proposed change in
from Inverness Ry. Station to Mar-
garee Harbour, N.S 173

Relating to rural route from River
John to Hedgeville, Pictou Co., N.S. 232

Relating to contract for the carry-
ing of between Guysborough and
Erinville, N.S 243

Relating to contract for the Antig-

onish-Sherbrooke mail service, etc. . 245

Relating to proposed rural delivery be-
tween Pictou and Saltsprings, N.S. . 246

Relating to proposed rural service from
Bridgetown to Granville Ferry, An-
napolis Co., N.S 247

Relating to names, etc., of rural car-
riers in Counties of Chicoutimi and
Saguenay and carriers, etc., for St.
Prime and St. Louis de Metabet-
chouan 276

Marine and Fisheries — Annual Report of
for 1913-1914— Marine 21

Marine and Fisheries — Annual Report of
for 1913-1914— Fisheries 39

Marine Biology— 1911-1914— Part I.. .. 39b

Marine and Fisheries — Supplement to for
year 1913-1914, "Steamboat Inspec-
tion Report " 23

Margaree Lobster Hatchery — correspond-
ence re collecting of spawn for, etc.. 95

Massonville, Que., re number of, salary,

names of officials at Customs port of. 178

Mate in R.C. Navy — establishment of
rank in 43

Marois, G. A. — re appointment of to Cus-
toms office at Quebec 209

Medicine Hat, City of — re money spent
for Government relief — to whom given,
etc 138

Militia Council, Report of for year ended

March 31, 1914 35

Militia General Orders promulgated to
period between Nov. 25, 1913, and Dec.
24, 1914 73

Medical Supplies purchased from T. A.

Brownlee, Ottawa City 261

Mines Branch — Report of for calendar

year 1913 26a

Miscellaneous Unforeseen Expenses —
Statement of from August, 1914, to
February, 1915 65

Moncton, N.B. — re names, salaries, etc.,
of employees at — also names of those
superannuated, etc 250

Montgomery, Geo. A., late — re value, etc.,
of estate of, etc 52

Motor-trucks — re number sent with first
contingent — from whom purchased, etc. 119

Motor Cycles — number of firms or per-
sons from whom Govt, has ordered
same, since July 1, 1914 227

McKeown, A. H. — re appointment of to
Immigration service at Lethbridge,
Alta

McDonald, W. B. — re medical supplies,
and other goods purchased from by
Govt, since Aug. 1, 1914

Naval Service — Report of Department of
for year ending March 31, 1914

Naval Service — Orders in Council re
Rates of pay, separation anoyances,
etc

New Brunswick and P. E. I. Railway —
Correspondence re purchase of

Newspapers in Canada-— List of in which
advertisements have been inserted by
the Govt, between Oct. 10, 1911, and
present date

Newspapers in Canada — List of in which
advertisements have been inserted by
Govt, between Oct. 10, 1906, up to Oct.
1911

131

265

44
202

S4o

5 George V.

Alphabetical Index to Sessional Papers.

A. 1915

Nickel — Correspondence re control of ex-
portation of, etc • 74

North Sydney — Port of — re names, ton-
nage, registry, etc.. of all foreign fish-
ing vessels, in 1913 50

Officers commissioned to 17th N. S. Regt.
at Valcartier before sailing for Eng-
land 151

Oliver equipment — Number of firms and
individuals ordered from since July 1,
1914 175

Ottawa Improvement Commission — Re-
ceipts and expenditures of to March 31,
1914 67

Overseas Contingents — purchase respect-
ing— also Army contracts under O. in
C, re ". 123

Parry Island re advertisements and docu-
ments connected with purchasing, etc. 99

Paradis, Telesphore, of Levis, correspon-
dence, etc., re claim of against I.C.R. . 277

Pensionary Assistance — re providing of
for disabled officers and men on active
service 2°6

Pelletier, Hon. and W. B. Nantel, Hon.

letters of resignation of, etc. . . : . . 90

Pictou-Mulgrave-Cheticamp Steamship

route — Correspondence, etc., re 76

Phinney's Cove and Young's Cove, An-
napolis Co., N.S., re breakwater at.. 219

Port Daniel West — re Lobster hatchery
at season of 1914 212

Portneuf, Que. — re amount of money ex-
pended by Govt, from July, 1S96 to
1911 I40

Post Offices: —

Relating to site of at St. Lazare Vil-
lage, Co. of Bellechasse, Que.. .. 63

Post Offices in Nova Scotia re amount
of money sent through in past five
years, etc 1^7

Post Offices in Counties of N.S.— re rent
allowances, etc 60

Postmaster General — Report of for year

ended March 31, 1914 24

Post Offices — Total number, salaries, etc.,
of employees at — Montreal, Toronto,
Winnipeg, Halifax, Quebec, St. John,
N.B., and Vancouver 172

Port Hawkesbury — re purchase of a site

for public building at > .. .. 222

Prince Edward Island Ry. — Names, posi-
tions, and salaries of appointees to,
from 1912 to 1914 49

Prince Edward Island Ry. — Names, ad-
dresses, etc., salaries of appointees
from 1911, to present date 49a

Prisoners of War in Canada — Number of
since war, names of places of deten-
tion, etc HI

Prisoners of War in Canada — Number of,

cost of each detention camp, etc.. .. Ilia

Prospect, Halifax Co., N.S. — re construc-
tion of extension to breakwater at. . . . 2*1

Public Accounts for year ended March
31, 1914 2

Public Works — Report of Minister of for
year ended March 31, 1914 19

Public Printing and Stationery — Report
of for year ended March 31, 1914 32

Quebec Board of Trade — Copies of an
papers between, and Dept. of Rys. and
Canals re trains in section of N.T. Ry.,
between Cochrane and Quebec City. . 114

Quebec Oriental Ry. and Atlantic, Quebec
and Western Ry. — re tariff on flour
shipments 203

Radiotelegraph Regulation 106, etc.. .. 42

Radiotelegraph Regulation amendment to
Nos. 103 and 104 42

Regiment 17th of N.S. — alleged ill treat-
bent of at Salisbury Plain 154

Refund — statement of re Customs Duties,

for year ended March 31, 1914.. .. 126

Remount Commissioners — re appointment
of — general instructions, etc 116

Regina City of — re properties acquired
by Govt, in since Sept. 21, 1911.. .. 183

Regina City — re properties acquired by

Govt, since Sept. 21, 1911 217

Royal Northwest Mounted Police — Re-
port of for year 1914 28

Royal Society of Canada — Statement of
affairs of up to April 30, 1914 68

Railways and Canals — Report of Dept.
of for period from April 1, 1913, to
March 31, 1914 20

Railways, Canal Statistics, for season of

1914 20a

Railways Statistics of Canada, year end-
ed June 30, 1914 20&

Railway Commissioners — With Report of
Board of, for year ending March 31,
1914 20c

Railways and Canals — re tenders for ice
for I.C.R. at Port Mulgrave, N.S 118

Railways proposed line of from -Orange-
dale to Cheticamp, N.S 248

Railway Offices at Moncton, N.B. — re
names of, and salaries paid to em-
ployees at 250

Railways — relating to construction of in
Co. of Guysbprough, N.S 253

St. Lawrence River — Report of Commis-
sioners to investigate water levels of,
etc

166

5 George V.

Alphabetical Index to Sessional Papers.

A. 1915

St. John Valley Railway — Correspond-
ence re operation of by I.C.R. since
July, 1914

Stream Measurements for calendar year,
1914

Sackville, N.B — re roadway to Public
wharf at, and spur line from I.C.R.
10 said wharf

Saddles — re number of ordered — names
of firms, individuals furnishing same* ..

Sandford, Yarmouth Co. — re breakwater
at and work on same during 1914. .

Salmon Hatchery — North Margaree — op-
eration of, etc

Salmon Pond — re removal of from " Flat
Lands" to New Mills, N.B

Schroder , Udo F. — re application for
grazing lease township 40-41, R. 7,
West of 3rd Meridian, Sask

Scoles, C. R., New Carlisle, Que. — re pay-
ment of balance of subsidy to

Seager, Chas. — Commissioner investigat-
ing charges against public officials —
reports of, etc

Secretary of State — Report of the, for
year ended March 31, 1914

Seed Grain distribution — re applications
from Prairie Provinces for same . .

Separation allowances re soldiers of first
contingent, etc

Separation allowances re soldiers asking
for permission to marry and placing of
wives on list

Service shirts — re number of firms or
persons from whom Govt, bought same
since July 1, 1914

Shareholders in chartered banks — List of
as on December 31, 1914

Shellfish Fishery Commission of 1913 —
Correspondence of between Dept. of
Marine and Fisheries

Ships, British — Copy of O. in C. restrict-
ing transfer of, etc

Shippegan Gully, Co. of" Gloucester, N.
B. — re pay sheet in connection with re-
pairs to same, Oct. 1914

Shovels — re reports respecting purchase
of 25,000, per O. in C. P. 2302, Sept. 4,
also further purchases of same . .

Smith, B. F. — re cutting of lumber by on
Tobique Indian Reserve, since March
12, 1914

Southampton Railway Co. — Report of
Royal Commission re, etc

Stevenson, S. J. and Waverley Pharmacy
— re medical supplies purchased from
by Govt, since Aug. 1, 1914

Steamers John L. Cann and Westport III.
re rewards to officers and crews of, etc.

Storm Signals at Shippegan, N.B. — re
transfer of, etc

Submarines — re purchase of by Canadian
Govt, by O. in C. dated August 7, 1914,
etc

Submarines Supplementary purchase of
by Canadian Govt, by O. in C. dated
August 7, 1914, etc

257

25c

258
207
188
88
279

161
201

29
147
124

124a

260b

94
165

224

271

177

263

239

152

158

158a

Submarines — Further purchase of by
Canadian Govt, by O. in C. dated Aug.
7, 1914, etc > 158b

Superannuation and Retiring Allowances
— Year ended 31st December, 1914.. ■ 66

Subsidies, Railway, paid in Co. of Inver-
ness, N.S. to date 194

Sweetman, J. Herbert, Customs officer,
Port Daniel, Que., re charges against
etc 242

Telephone Statistics for year ended June

30, 1914

Telegraph Statistics for year ended June

30, 1914

Three Rivers : —

Number of employees and salaries paid
to at Post Office on Sept. 21, 1911 ;
number of employees and salaries
paid to at Post Offive a tpresent date ;
Customs Dept. at, number of em-
ployees on Sept. 21, 1911, and at pre-
sent date ; Inland Revenue Dept. at
employees on Sept. 21, 1911, and at
present date ; Public Works on the
St. Maurice, Co. of Champlain, number
of employees on in 1911-12 ; Public
Works on the St. Maurice, Co. of
Champlain, number of employees in
since that date ; Employees on such
work dismissed in Nov. 1914, and
Jan. 1915 — Wilde Lavalle, Pierre
Thivierge, Joseph Paquin, sr., Jos.
Paquin, jr., and Athanase Gelinas,
Clerks, etc

Titles, numbers, and cost of all books and
pamphlets issued by King's Printer to
March 31, 1914

Topographical Surveys Branch for year
1912-13

Transcontinental Railway — Report of
Commissioners of for year ended March

31, 1914

Transcontinental Railway — Interim Re-
port of Commissioners of for nine
months ended Dec. 31, 1914

Transcontinental Railway — re freight
rates of N. B. portion of, and removal
of Y at Wapski, Victoria, N.B

Trade and Commerce : —

Part I — Canadian Trade (Imports and
Exports)

20d
20/

Part II — Canadian Trade-
France

Germany

United States

United Kingdom

Part III — Canadian Trade, except-

France

Germany

United Kingdom ,

United States

Part IV — Miscellaneous Information..

Part V — Report of Board of Grain
Commissioners for Canada

278

71
25b

37a

256

10
10a

106'

10c
lOd

5 George V.

Alphabetical Index to Sessional Papers.

A. 1915

Trade and Commerce — Continued.
Fart VI — Subsidized Steamships Ser-
vice lOe

Part VII — Trade of Foreign Countries

— Treaties and Conventions 10/

Trade Unions — Annual Return respect-
ing 101

Trawlers, Steam — re clearing of from
Ports on Atlantic Seaboard of Canada. 200

Transports hired conveyances of troops
and material to England — names, own-
ers, etc 109

Transport Wagons purchased for second
and third contingents — number and
from whom, etc 110

Trois Pistoles, Pulp and Lumber Co. — re
burning of buildings of, on I.C.R 249

Trust Companies — re names of complying
with Trust Companies Act of 1914 293

Unclaimed Balances ; Dividends unpaid,

etc., prior to Dec. 31, 1913 7

Underwear — re number of suits of —
names and members of firms or per-
sons from whom purchased by Govt,
since July 1, 1914 264

Uniforms, Soldiers — re number of frms,
individuals ordered from since July 1,
1914 174

Vale Railway in Co. of Pictou, N.S.

purchase or lease of since 1911.
Valcartier Camp — re lands taken

session of by Govt., etc

pos-

195

295

Valcartier Camp — Horses at — names of
parties purchasing same and prices
paid, etc 272

Veterinary Director General — Report of

for year ended March 31, 1914.. .. 15b

War Appropriation Act — Correspondence
between Auditor General and Govt. —
re expenditures under 122

War Appropriation Act — Correspondence
between Auditor General and Govt. —
re expenditures under 122a

Wakeham, Dr. Wm. — re report of re-
specting losses in storms in Baie Cha-
leur, etc., June, 1914.. 238

Winter Shirts — re number of firms, per-
sons from whom Govt, bought same
since July 1, 1914 260c

Wisewell, Bruce — re dismissal of, etc. . 198

Wharves in Co. of Shelburne, N.S. — East

Green Harbour and Gunning Cove.... 216

Wheat — re copies of documents respect-
ing removal of customs duties on, en-
tering Canada, etc 103

Wheat, oats and barley — re quantity pur-
chased by Govt, in 1914, for seed dis-
tribution in West 234

Windsor Branch, I.C.R. — re leasing or

transfer of to C.P.R 252

Wright, Pontiac and Labelle, Counties —
of — re amounts of money expended
since 1911 223

Yukon Territory — Ordinances of for year
1914

5 George V. Alphabetical Index to Sessional Papers. A. 1915

See also Alphabetical List, Page 1.

LIST OF SESSIONAL PAPERS

Arranged in Numerical Order, with their titles at full length; the dates when Ordered
and when presented to the Houses of Parliament; the name of the Senator or
Member who moved for each Sessional Paper, and whether it is ordered to be
Printed or Not Printed.

CONTENTS OF VOLUME D.

Fifth Census of Canada, 1911,— Agriculture, Volume IV. Presented by Hon. Mr. Foster,
February 8, 1915 Printed for distribution and sessiorial papers.

CONTENTS OF VOLUME 1.

(This volume is bound in three parts).

1. Report of the Auditor Generxl for the year ended 31st March, 1914, Volume I, Parts A, B

and A to L ; Volume II, Parts M to U ; Volume III, Parts V to Z. Presented by Hon.
Mr. White, February 9, 1915 Printed for distribution and sessional papers.

CONTENTS OF VOLUME 2.

2. The Public Accounts of Canada, for the fiscal year ended 31st March, 1914. Presented by

Hon. Mr. White, February 9, 1915 Printed for distribiition and sessional papers.

3. Estimates of sums required for the service of the Dominion for the year ending on 31st

March, 1916. Presented by Hon. Mr. White, February 8, 1915.

Printed for distribution and sessional papers.

4. Supplementary Estimates of sums required for the service of the Dominion for the year end-

ing on the 31st March, 1915. Presented by Hon. Mr. White, March 9, i915.

Printed for distribution and sessional papers.

5. Further Supplementary Estimates of sums required for the service of the Dominion for the

year ending on the 31st March, 1915. Presented by Hon. Mr. White, March 27, 1915.

Printed for distribution and sessional papers.

5a. Further Supplementary Estimates for year ending 31st March, 1916. Presented by Hon.
Mr. White, March 31, 1915 Printed for distribution and sessional papers.

CONTENTS OF VOLUME 3.

6. List of Shareholders in the Chartered Banks of the Dominion of Canada as on 31st Decem-

ber, 1914. Presented by Hon. Mr. White, February 9, 1915.

Printed for distribution and sessional papers.

CONTENTS OF VOLUME 4.

7. Report on certified cheques, dividends, unclaimed balances and drafts or bills of exchange

remaining unpaid in Chartered Banks of the Dominion of Canada, forfi ve years and
upwards prior to 31st December, 1913. Presented by Hon. Mr. White, April 10, 1915.

Printed for distribution and sessional papers.

CONTENTS OF VOLUME 5.

(This volume is bound in two parts).

8. Report of Superintendent of Insurance for year 1914. Presented by Hon. Mr. Whito, 1915.

Printed for distribution and nessional papers.

9. Abstract of Statement of Insurance Companies in Canada for year ended 31st December,

1914. Presented by Hon. Mr. White, 1914.

Printed for distribution and sessional papers.

5 George V. Alphabetical Index to Sessional Paper3. A. 1915

CONTENTS OF VOLUME 6.

10. Report of the Department of Trade and Commerce for the fiscal year ended 31st March,

1914 : Part I. — Canadian Trade. Presented by Sir George Foster, 8th February, 1915.

Printed for distribution and sessional papers.

CONTENTS OF VOLUME 7.

10a- Report of the Department of Trade and Commerce for the fiscal year ended 31st March,
1914: Part II. — Canadian Trade with (1) France, (2) Germany, (3) United King-
dom, and (4) United States. Presented by Sir George Foster, 8th February, 1915.

Printed for distribution and sessional papers.

10b. Report of the Department of Trade and Commerce for the fiscal year ended 31st March.
1914: Part III. — Canadian Trade with foreign countries (except France, Germany,
the United Kingdom, and United States.) Presented by Sir George Foster, 8th
February, 1915 Printed for distribution and sessional papers.

10c. Report of the Department of Trade and Commerce, for the fiscal year ended 31st March,
1914, (Part IV, Miscellaneous Information.) Presented by Sir George Foster, March
27, 1915 Printed for distribution and sessional papers.

10d. Report of the Board of Grain Commissioners for Canada. Presented by Sir George
Foster, 1914 Printed for distribution and sessional papers.

CONTENTS OF VOLUME 8.

10e. Report of the Department of Trade and Commerce for the fiscal year ending 31st March,
1914. Part VI. — Subsidized Steamship Services, with statistics showing steamship
traffic to 31st December, 1914, and Estimates for the fiscal year 1915-16. Presented, by
Sir George Foster, 1915 Printed for distribution and sessional papers.

10/. Report of Trade and Commerce for fiscal year ended 31st March, 1914. (Part VII. —
Trade of Foreign Countries, Treaties and Conventions.) Presented by Sir George
Foster, 1915 Printed for distribution and sessional papers.

CONTENTS OF VOLUME 9.

11. Report of the Department of Customs for the year ended 31st March, 1914. Presented by

Hon. Mr. Reid, February 11, 1915.. .. Printed for distribution and sessional papers.

CONTENTS OF VOLUME 10.

12. 13, 14. Reports, Returns and Statistics of the Inland Revenues of the Dominion of

Canada, for the year ended 31st March, 1914. (Part I. — Excise). (Part II. — Inspec-
tion of Weights and Measures, Gas and Electricity). (Part III. — Adulteration of
Food). Presented by Hon. Mr. Blondin, March 1, 1915.

Printed for distribution and sessional papers.

15. Report of the Minister of Agriculture for the. Dominion of Canada, for the year ended 31st

March, 1914. Presented by Hon. Mr. Burrell, February 8, 1915.

Printed for distribution and sessional papers.

CONTENTS OF VOLUME 11.

(This volume is bound in two parts).
15a- Report of the Dairy and Cold Storage Commissioner for the fiscal year ended 31st March,
1914. (Dairying, Fruit, Extension of Markets and Cold Storage). Presented by Hon.
Mr. Burrell, 1915 Printed for distribution and sessional papers.

15b. Report of the Veterinary Director General for the year ending 31st March, 1915. Pre-
sented by Hon. Mr. Burrell, 1915 Printed for distribution and sessional papers.

16. Report of the Director and Officers of the Experimental Farms for the years ending 31st

March, 1914. Presented by Hon. Mr. Burrell, March 1, 1915.

Printed for distribution and sessional papers.

CONTENTS OF VOLUME 12.

17. Criminal Statistics for the year ended 30th September, 1913. (Appendix to the Report

of the Minister of Trade and Commerce ior the year 1913.) Presented by Sir George
Foster, 1915 Printed for distribution and sessional papers.

18. Return of By-elections for the House of Commons of Canada, held during the year 1914.

Presented by Hon. Mr. Speaker, March 12, 1915.

Printed for distribution and sessional papers.
10

5 George V. Alphabetical Index to Sessional Papers. A. 101

CONTENTS OF VOLUME 13.

19. Report of the Minister of Public Works on the works under his control for the fiscal year

ended 31st March, 1914, Volume I. Presented by Hon. Mr. Rogers, February 8, 1915.

Printed for distribution and sessional papers.

CONTENTS OF VOLUME 14.

20. Annual Report of the Department of Railways and Canals, for the fiscal period from 1st

April, 1913, to 31st March, 1914. Presented by Hon. Mr. Cochrane, March 12.

Printed for distribution and sessional papers.

20a. Canal Statistics for the season of navigation, 1914. Presented by Hon. Mr. Cochrane, 9th
April, 1915 Printed for distribution and sessional papers.

20b. Railway Statistics of the Dominion of Canada, for the year ended 30th June, 1914. Pre-
sented by Hon. Mr. Cochrane, March 12, 1915.

Printed for distribution and sessional papers.

CONTENTS OF VOLUME 15.

20c Ninth Report of the Board of Railway Commissioners for Canada, for the year ending
31st March, 1914. Presented by Hon. Mr. Cochrane, February 8, 1915.

Printed for distribution and sessional papers.

20d. Telephone Statistics of the Dominion of Canada, for the year ended 30th June, 1914. Pre-
sented by Hon. Mr. Cochrane, March 17, 1915.

Printed for distribution and sessional papers.

20e. Express Statistics of the Dominion of Canada for year ended 30th June, 1914. Presented
by Hon. Mr. Cochrane, 1915 Printed for distribution nad sessional papers.

20/. Telegraph Statistics of the Dominion of Canada, for the year ended 30th June, 1914. Pre-
sented by Hon. Mr. Cochrane, March 17, 1915.

Printed for distribution and sessional papers.

CONTENTS OF VOLUME 16.

21. Forty-seventh Annual Report of the Department of Marine and Fisheries, for the year

1913-1914 — Marine. Presented by Hon. Mr. Hazen, February 8, 1915.

Printed for distribution and sessional papers.

21&. Report and evidence in connection with the Royal Commission appointed to investigate
the disaster of the Empress of Ireland. Presented by Hon. Mr. Hazen, 1914.

Printed for distribution and sessional papers.

CONTENTS OF VOLUME 17.

22. List of Shipping issued by the Department of Marine and Fisheries, being a list of vessels

on the registry books of the Dominion of Canada on 31st December, 1914. Presented
by Hon. Mr. Hazen, 1915 Printed for distribution and sessional papers.

23. Supplement to the Forty-seventh Annual Report of the Department of Marine and Fish-

eries for the fiscal year 1913-14 — Steamboat Inspection Report. Presented by Hon.
Mr. Hazen, March 3, 1915 Printed for distribution and sessional papers.

CONTENTS OF VOLUME 18.

24. Report of the Postro-aster General for the year ended 31st March, 1914. Presented by Hon.

Mr. Casgrain, February 8, 1915 Printed for distribution and sessional papers.

CONTENTS OF VOLUME 19.

(This volume is bound in two parts).

25. Annual Report of the Department of the Interior, for the fiscal year ending 3 1st March,

1914. — Volume I. Presented by Hon. Mr. Roche, March 8, 1915.

Printed for distribution and sessional papers.

5 George V. Alphabetical Index to Sessional Papers. A. 1915

CONTENTS OF VOLUME 20.

25a. Report of Chief Astronomer, Department of the Interior for year ending 31st March, 1911.
Presented by Hon. Mr. Roche, 1915 Printed for distribution and sessional papers.

256. Annual Report of the Topographical Surveys Branch of the Department of the Interior,
1912-13. Presented by Hon. Mr. Roche, 1914.

Printed for distribution and sessional papers.

25c. Report of progress of stream measurements for calendar year of 1914. Presented by Hon.
Mr. Roche, 1914 Printed for distribution and sessional papers.

CONTENTS OF VOLUME 21.

25<i. Thirteenth Report of the Geographic Board of Canada for the year ending 30th June,
1914. Presented by Hon. Mr. Roche, 1915.

Printed for distribution and sessional papers.

25>e. Report on Bow River Water Power and Storage Investigations, seasons 1911-1912-1913.
Presented by Hon. Mr. Burrell, 1915.. ..Printed for distribution and sessional papers.

25/. Report of the British Columbia Hydrographic Survey for the calendar year 1913. Pre-
sented by Hon. Mr. Burrell, 1915 Printed for distribution and sessional papers.

CONTENTS OF VOLUME 22.

26. Summary Report of the Geological Survey, Department of Mines, for the calendar year

1913. Presented, 1915 Printed for distribution and sessional papers.

26«. Summary Report of the Mines Branch for the calendar year 1913. Presented,, 1914.

Printed for distribution and sessional papers

CONTENTS OF VOLUME 23.

27. Report of the Department of Indian Affairs for the year ended 31st March, 1914. Pre-

sented by Hon. Mr. Roche, 11th February, 1915.

Printed for distribution and sessional papers.

28. Report of the Royal Northwest Mounted Police, 1914. Presented by Hon. Sir Robert

Borden, 8th February, 1915 Printed for distribution and sessional papers.

CONTENTS OF VOLUME 24.

29. Report of the Secretary of State of Canada for the year ended 31st March, 1914. Pre-

sented by Hon. Mr. Coderre, 9th February, 1915.

Printed for distribution and sessional papers.

29b. Report of the work of the Public Archives for the year 1913. Presented, 1915.

Printed for distribution and sessional papers.

30. The Civil Service List of Canada, 1914. Presented by Hon. Mr. Coderre, 9th February,

1915 Printed for distribution and sessional papers.

CONTENTS OF VOLUME 25.

31. Sixth Annual Report of the Civil Service Commission of Canada for the year ended 31st

August, 1914. Presented by Hon. Mr. Coderre, 19th March, 1915.

Printed for distribution and sessional papers.

32. Annual Report of the Department of Public Printing and Stationery for the year ended

31st March, 1914. Presented by Hon. Mr. Coderre, 6th April. 193 5.

Printed for distribution and sessional papers.

33. Report of the Secretary of State for External Affairs for the year ended 31st March, 1914.

Presented by Sir Robert Borden, 18th February, 1915.

Printed for distribution and sessional papers.

34. Report of the Minister of Justice as to Penetentiaries or Canada, for the fiscal year ended

31st March, 1914. Presented, 1915 Printed for distribution and sessional papers.

35. Report of the Militia Council for the Dominion of Canada, for the fiscal year ending 31st

March, 1914. Presented by Hon. Mr. Hughes, 10th February. 1915.

Printed for distribution and sessional papers,

George V. Alphabetical Index to Sessional Papers. ' A. 1915

CONTENTS OF VOLUME 26.

36. Report of the Department of Labour for the fiscal year ending 31st March, 1914. Pre-

sented by Hon. Mr. Crothers, 8th February, 1915.

Printed for distribution and sessional papers.

36«. Seventh Report of the Registrar of Boards of Conciliation and Investigation of the pro-
ceedings under " The Industrial Disputes Investigation Act, 1907," for the fiscal year
ending 31st March, 1914. Presented by Hon. Mr. Crothers, 8th February, 1915.

Printed for distribution and sessional papers.

37. Tenth Annual Report of the Commissioners of the Transcontinental Railway, for the year

ended 31st March, 1914. Presented by Hon. Mr. Cochrane, 8th February, 1915.

Printed for distribution and sessional papers.

37a. Interim Report of the Commissioners of the Transcontinental Railway, for the nine
months ended 31st December, 1914. Presented by Hon. Mr. Cochrane, 15th February,
1915 Not printed.

38. Report of the Department of the Naval Service, for the fiscal year ending 31st March, 1914,

Presented by Hon. Mr. Hazen, 8th February, 1915.

Printed for distribution and sessional papers.

CONTENTS OF VOLUME 27.

39. Forty-seventh Annual Report of the Department of Marine and Fisheries, 1913-14 — Fish-

eries. Presented by Hon. Mr. Hazen, 8th February, 1915.

Printed for distribution and sessional papers.

39«. Fisheries Investigations in Hudson's and James Bays. Presented by Hon. Mr. Hazen,
1915 '. Printed for distribution and sessional papers.

39b. Supplement to the 47th Annual Report of the Department of Marine and Fisheries (Fish-
eries Branch), — Contributions to Canadian Biology, 1911-14, Part I — Marine Biology
Presented by Hon. Mr. Hazen, 16th February, 1915.

Printed for distribution and sessional papers.

CONTENTS OF VOLUME 28.

40. The Report of the Joint Librarians of Parliament. Presented by Hon. Mr. Speaker, 4th

February, 1914 Not printed.

41. Report of R. A. Pringle, K.C., Commissioner appointed to investigate into the payment of

subsidies to the Southampton Railway Company, together with the evidence, etc.,
taken before the Commissioner. Presented by Hon. Mr. Cochrane, 8th February, 1915.

Not printed.

42. Radiotelegraph Regulation 106 concerning the wave length for use by Canadian licensed

ship stations during the period of hostilities, and

Amendment to the Radiotelegraph Regulations, Nos. 103 (Ship Stations in Terri-
torial Waters) and 104 (Ship Stations in Harbours). Presented by Hon. Mr. Hazen,
8th February, 1915 Not printed.

43. No. P. C. 260, dated 3rd February, 1915, re Establishment of Rank of Mate in the Royal

Canadian Navy. Presented by Hon. Mr Hazen, 8th February, 1915 Not printed.

43a. Copy of Order in Council No. P.C. 304, dated 18th February, 1915. — Establishment of
ranks of Lieutenant-Commander, Engineer Lieutenant-Commander and Lieutenant-
Commander R.C.N.V.R., in the Royal Canadian Navy. Presented by Hon. Mr. Hazen,
11th March, 1915 Not printed.

43&. Copy of Order in Council No. P.C. 476, dated 6th March, 1915, — Regulations concerning
the classification of engineer officers. Presented by Hon. Mr. Hazen, 15th March, 1915.

Not printed.

44. Copies of Orders in Council re Naval Service.

No. P.C. 2175, dated 21st August, 1914, re Extra Rates of Pay for Service in Sub-
marine Vessels.

No. P.C. 2251, re Rates of Pay and Allowances for Petty Officers and Men Volun-
teering for War Service.

No. P.C. 2960, re Scheme of Separation Allowance for the Dependents of those
serving in H.M.C. ships. Presented by Hon. Mr. Hazen. 8th February, 1915.

Not printed.

George V. Alphabetical Index to Sessional Papers. A. 191*5

CONTENTS OF VOLUME 28— Continued.

45. Return to an Order of the House of the 20th April, 1914, for a copy of all letters, papers,

tenders and other documents in regard to the purchase of any cars for the Intercolonial
Railway during the years 1912 and 1913. Presented 9th February, 1915. — Mr. Mac-
donald Not printed.

45a. Return to an Order of the House of the 15th February, 1915, for a copy of all letters,
telegrams, contracts, and other documents relating to the purchase of cars by the Inter-
colonial Railway since 1st July, 1914. Presented 9th April, 1915. — Mr. Macdonald.

Not printed.

46. Return to an Order of the House of the 26th February, 1914, for a return showing: — 1.

The average cost per mile of construction of the Canadian Pacific Railway from its
inception to date. 2. The average cost per mile in the last ten years. 3. The average
rental per mile of lines leased by the Canadian Pacific Railway Company, and the
names of such leased lines. 4. The rental paid by the Canadian Pacific Railway for
the Toronto, Grey and Bruce Railway from Toronto to Owen Sound. Presented 9th
February, 1915. — Mr. Middlebro Not printed.

47. Return to an Order of the House of the 1st June, 1914, for a return showing the revenue

derived from freight received at and forwarded from the following stations on the
Intercolonial Railway during the fiscal years 1913 and 1914, giving separately the
amount for each of said stations, viz. : Drummondville, Rimouski, Ste. Flavie, Mata-
pedia, Campbellton and Bathurst. Presented 9th February, 1915. — Mr. Boulay.

Not printed.

48. Return to an Order of the House of the 1st June, 1914, for a return showing the names of

the staff employed in the several departments of the general offices of the Intercolonial
Railway at Moncton, together with their salaries respectively as of 1st April, 1914.
Presented 9th February, 1915. — Mr. Emmerson Not printed.

49. Return to an Order of the House of the 18th May, 1914, for a return showing the names

of the men who haye been appointed to positions in the Prince Edward Railway Ser-
vice from the 1st January, 1912, to the 1st May, 1914; the positions held by such
appointees and the salary or wages attached to each position. Presented 9th February.
1915. — Mr. Hughes (Kings, P.E.I.) Not printed.

49a. Return to an Order of the H«use of the 1st March, 1915, for a return giving the names
and post office addresses of all persons appointed to positions on the Prince Edward
Island Railway from the 1st of October, 1911, to the present time ; with a description of
the position to which each person was so appointed. Presented 22nd March, 1915. — Mr.
Hughes (Kings, P.E.I.) Not printed.

50. Return to an Order of the House of the 11th February, 1914, for a return showing the

names, tonnage, port of registry and destination of all foreign vessels engaged in fish-
ing, both sail and steam, that entered and cleared from the port of North Sydney dur-
ing the year ending 31st December, 1913. Presented 9th February, 1915. — Mr. Sin-
clair Not printed.

51. Return to an Order of the House of the 1st June, 1914, for a copy of all correspondence

between the Department of Justice and the Attorney General of Quebec, with regard
to the appointment of judges, since the 1st of February, 1913. Presented 9th February,
1915. — Sir Wilfrid Laurier Not printed.

52. Return to an Order of the House of the 30th March, 1914, for a return showing: — 1. Par-

ticulars of the inventories and value of the estate of the late George A. Montgomery.
Registrar at Regina, whose estate escheated to the Crown. 2. The amount realized at
Regina or elsewhere, on the conversion of said estate into money. 3. The costs paid
or allowed with names and amounts paid or allowed before the residue was paid over
to the Crown. 4. The amount paid over and actually received by the Crown. 5. The
disposition of the fund and the names of the persons to whom any sum has been paid,
and the respective amounts thereof so paid over or allowed since the Crown received
the same. 6. A statement showing the difference between the reports of the present
and the late Minister of Justice as to disposition of the fund, and a copy of such corre-
spondence and representations as led up to any change. 7. The actual balance now on
hand and the intended disposition thereof. Presented 9th February, 1915. — Mr.
Graham Not printed.

53. Return to an Order of the House of the 16th March, 1914, for a return showing all persons,

male or female, who have been capitally convicted in Canada, and each province, for
each year, from the 1st of July, 1867, to the 2nd of February, 1914, specifying the
offences and whether and how the sentences were carried into effect by execution, or
otherwise, with the name of convicts ; dates of conviction ; crime of which committed ;
sentences passed ; judges by whom sentenced ; and how dealt with. 2. For a return
showing all convicts, male and female, who have been reprieved from the execution of
capital sentences passed upon them during the above mentioned period, with the name

5 George V. Alphabetical Index to Sessional Papers. A. 1915

CONTENTS OF VOLUME 28— Continued.

of convicts ; dates of conviction ; crime of which convicted ; sentences passed ; by whom
sentenced ; sentences commuted, and if so, to what. 3. For a return showing all
persons in Canada, and each province, convicted during the above mentioned period of
murder whose sentences have been mitigated, or who have received a free pardon,
together with a statement of the offences of which they were severally convicted, with
the name of convicts ; dates of conviction ; nature of offence ; sentences ; and extent of
mitigation of sentences and dates. 4. For a return of instances, during the above
mentioned period, i* which appeal has been made on behalf of the persons convicted
of capital offences to His Excellency, the Governor in Council, for the exercise of the
Royal Prerogative of pardon, or mitigation of sentences, with the name of convicts ;
dates of conviction and place ; crime of which convicted ; sentences ; dates of appeal ;
and the result. Presented 9th February, 1915. — Mr. Wilson (Laval) . . . .Not printed.

54. General Rules and Orders of the Exchequer Court of Canada made, respectively, on the

23rd September, 1914, and the 18th June, 1914. Presented by Hon. Mr. Coderre, 9th
February, 1915 Not printed.

54a. General Rules and Orders of the Exchequer Court of Canada made on the 15th February,
1915. Presented by Hon. Mr. Coderre, 16th March, 1915 Not printed.

55. Ordinances of the Yukon Territory passed by the Yukon Council in the year 1914. Pre-

sented by Hon. Mr. Coderre, 9th February, 1915 Not printed.

56. Return to an Order of the House of the 18th May, 1914, for a return showing the details

of moneys paid to J. F. Farrington, $248.25 ; B. H. Smith, $469.50, and H. C. Dash,
$182.40, as set forth in Hansard of this session, page 3071. Presented 9th February,
1915. — Mr. McLean (Halifax) Not printed.

57. Return to an Order of the House of the 16th March, 1914, for a copy of instruction sent

to Mr. Wm. Flynn, advocate, to hold investigations into charges made against employees
of the Department of Marine and Fisheries in Bonaventure County, and reports made
by him in such investigations. Presented 9th February, 1915. — Mr. Marcil (Bonaven-
ture) Not printed.

58. Return to an Order of the House of the 27th April, 1914, for a copy of all documents bear-

ing upon the application made to the Department of Marine and Fisheries for the dis-
missal of Ulric Dion, lightkeeper at St. Charles de Caplan, Quebec, and the appoint-
ment of Omer Arsenault in his place, send on the action taken by the Department in
that connection. Presented 9th February, 1915. — Mr. Marcil (Bonaventure).

Not printed.

59. Return to an Order of the House of the 9th February, 1914, for a copy of all agreements

made and entered into between the Department of Marine and Fisheries or the Govern-
ment and Railway and Express Companies, including the Intercolonial Railway, relat-
ing to the transportation of fresh fish by fast freight or express, since the year 1906 ;
also a copy of all guarantees given to railway and express companies by the Govern-
ment or any Department thereof, relating to such transportation, together with a state-
ment of all disbursements made by the Department of Marine and Fisheries each year
under the terms of such agreements or guarantees, distinguishing between disburse-
ments made on account of fast freight and disbursements made on account of express
shipments ; also the number of refrigerator cars, subject to guarantee, by Department
of Marine and Fisheries, forwarded by fast freight from Mulgrave or Halifax to Mont-
real, each calendar year since 1906, and the number of tons of freight carried by such
cars each year. Also the number of refrigerator express cars forwarded from said
points, Mulgrave and Halifax to Montreal, up to December 31, 1913, under the term3
of an agreement made since 1911, between the Department of Marine and Fisheries
and the railway or express companies or both. Also the number of tons of fresh fish
carried by express companies, prior to December 31, 1913, under the last mentioned
agreement; and the amount paid up to December 31, 1913, by the Department of
Marine and Fisheries, under the last mentioned agreement. Also the number of tons
of fresh fish carried by express companies from Mulgrave and Halifax to points west
since 1906, on .which the Government paid one-third, but not under the terms of the
said agreement made as aforesaid, since 1911. Presented 9th February, 1915. — Mr.
Sinclair Not printed.

60. Return to an Order of the House of the 20th April, 1914, for a return showing all the post

offices in the several counties in the province of Nova Scotia for which a rent allow-
ance, or a fuel fund, and light allowance is made, specifying the amount of such allow-
ance in each case. Presented 9th February, 1914. — Mr. Chisholm (Antigonish).

Not printed

61. Return to an Order of the House of the 16th March, 1914, for a copy of all correspond-

ence, letters, telegrams, etc., in the year 1913, relating to the carrying of the mails
between Grand River Falls and Grand River, county of Richmond, and the awarding of
the contract to Malcolm McCuspic. Presented 9th February, 1915. — Mr. Kyte.

. . . .Not printed.
15

5 George V. Alphabetical Index to Sessional Papers. A. 1915

CONTENTS OF VOLUME 28— Continued.

62. Return to an Order of the House of the 11th May, 1914, for a copy of all letters, tele-

grams, correspondence and memorials since the 1st day of November, 1911, relating
to the post office at Johnstown, Richmond County, N.S., and to complaints against the
present postmaster and recommendations for his dismissal. Presented 9th February,
1915. — Mr. Kyte Not printed.

63. Return to an Order of the House of the 20th April, 1914, for a copy of all papers, petitions,

letters and telegrams concerning the change of site of the post office at St. Lazare
Village, county of Bellechasse, Quebec. Presented 9th February, 1915. — Mr. Lemirux.

. . . .Not printed.

64. Statement of Governor General's Warrants issued since the last Session of Parliament on

account of 1914-15. Presented by Hon. Mr. White, 9th February, 1915.
/ Not printed.

65. Statement of expenditure on account of " Miscellaneous Unforeseen Expenses," from the

18th August, 1914, to the 4th February, 1915, in accordance with the Appropriation
Act of 1914. Presented by Hon. Mr. White, 9th February, 1915 Not printed.

66. Statement of Superannuation and Retiring Allowances in the Civil Service during the year

ending 31st December, 1914, showing name, rank, salary, service, allowance and cause
of retirement of each person superannuated or retired, also whether vacancy is filled
by promotion or by appointment, and salary of any new appointee. Presented by Hon.
Mr. White, 9th February, 1915 Not printed.

67. Statement of receipts and expenditures of the Ottawa Improvement Commission to 31st

March, 1914. Presented by Hon. Mr. White, 9th February, 1915 Not printed.

68. Statement of the affairs of the Royal Society of Canada, for the year ended 30th April,

1914. Presented by Hon. Mr. White, 9th February, 1915 Not printed.

69. Account of the average number of men employed on the Dominion Police Force dining

each month of the year 19JL4, and of their pay and travelling expenses, pursuant to
Chapter 92, Section 6, Subsection 2, of the Revised Statutes of Canada. Presented by
Hon. Mr. Doherty, 10th February, 1915 Not printed.

70. Return to an Order of the Senate," dated the 16th January, 1913, calling for copy of the

plans, reports, soundings, and other germane information respecting the ports of
Churchill and Fort Nelson, so far as the Department of Railways and Canals is con-
cerned.— (Senate) Not printed.

71. Return to an Order of the Senate, dated the 29th April, 1914, showing: — 1. Titles of all

books, pamphlets and other printed papers issued by the King's Printer during the
year ending on the 31st of March, 1914. 2. The number of each of such bools,
pamphlets and papers printed during such year, and the number distributed, with the
dates of distribution. 3. The number of pages in each. 4. The cost of each. 5. The
authority for the printing and issuing of each of such books, pamphlets and papers. —
(Senate) Not printed.

72. Return to an Order of the Senate dated the 30th April, 1914, for the production of all pro-

posals submitted to the Government for the construction of the Montreal, Ottawa and
Georgian Bay Canal and all the correspondence relating thereto. — (Senate).

Not printed.

72a- Return to an Order of the House of the 11th February, 1915, for a copy of all petitions
and memoranda from commercial bodies or other parties in relation to the immediate
construction of the Georgian Bay Canal, and of all correspondence in connection with
the same since 21st September, 1911. Presented 4th March, 1915. — Sir Wilfrid Laurirr.

Not print (d.

73. Copies of general orders promulgated to the militia for the period between 25th November,

1913, and 24th December, 1914. — (Senate) Not printed.

74. Copy of correspondence respecting the control of the exportation of nickel. Presented by

Sir Robert Borden, 11th February, 1915 Not printed.

75. Memorandum respecting work of the Department of Militia and Defence — European War,

1914-15. Presented by Hon. Mr. Hughes, 11th February, 1915 Not printed.

76. Return to an Order of the House of the 6th April, 1914, for a copy of all correspondence,

letters, telegrams, complaints and documents of -all kinds received by the Department of
Trade and Commerce during the years 1913-14, with respect to the Pictou-Mulgrave-
Cheticamp steamship route. Presented 11th February, 1915. — Mr. Chisholm (Inver-
ness) ATot printed.

George V. Alphabetical Index to Sessional Papers. A. 1915

CONTENTS OF VOLUME 28— Continued.

77. Return to an Order of the House of the 8th June, 1914, for a copy of all documents bear-

ing on an application or applications made to the Superintendent General of Indian
Affairs or the Department, on an amendment to the Indian Act to facilitate the sale
of the Indian Reserve of Restigouche, Que., or on the acquiring otherwise of any por-
tion or the whole of the said reserve for industrial or other purposes, and any answers
given thereto. Presented 11th February, 1915. — Mr. Marcil (Bonavcnture).

Not printed.

78. Return to an Order of the House of the 2nd February, 1914, for a return showing the

names of the sailors who have been employed on the Eureka during the years 1910,
1911, 1912 and 1913. Presented 12th February, 1915. — Mr. Boulay Not printed.

79. Return to an Order of the House of the 15th April, 1914, for a return showing the total

bond issue of the Canadian Northern Railway Company and its affiliated companies ;
and the total cos,t to date of the construction of the lines of railways comprising the
Canadian Northern Railway system, including terminals, sidings, etc. Presented 12th
February, 1915. — Mr. Murphy Not printed.

80. Return to an Order of the House of the 18th May, 1914, for a copy of all papers, docu-

ments, reports and evidence relative to the dismissal or proposed dismissal of YV. A.
Case of the Government Quarantine Service at Halifax, N.S. Presented 12th February,
1915. — Mr. McLean {Halifax) Not printed.

81. Return to an Order of the House of the 26th February, 1914, for a return showing: — 1.

The freight rates charged during the years 1912 and 1913, on wheat from Canadian
ports to ports in the United Kingdom by the Canadian Pacific Railway Company's
Steamship Lines, the Allan Steamship Line and the Canadian Northern Railway Com-
pany's Steamship Lines. 2. The profits made by the freight boats of the said several
lines which carried wheat alone or with other freight. Presented 12th February, 1915.
— Sir James Aikins Not printt >..

82. Return to an Order of the House of the 16th February, 1914, for a copy of all reports,

requests, petitions, memorials, letters, telegrams and other correspondence and docu-
ments relating to the removal, suspension or dismissal, by the management of the
Intercolonial Railway, of Warren Carter and Frederick Avard, employees in the freight
department of the Intercolonial Railway at Sackville, N.B. ; and of all letters, tele-
grams and other correspondence in the Department of Railways and Canals, or in the
railway offices at Moncton, or in any Department of Government, addressed to the
Minister of Railways and Canals, or to any other member of the Government, or to
any official of the Department of Railways and Canals, or of the Intercolonial Railway,
by any person or persons in the county of Westmorland, N.B., in any manner relating
to said employees and to the dispensing with their services, particularly of any letters
sent to F. P. Brady, General Superintendent of the Intercolonial, by any party or
parties in Sackville, N.B., or elsewhere, and of all replies to any such letters, corre-
spondence or documents. Presented 12th February, 1915. — Mr. Emmerson.

* Not printed.

83. Return to an Order of the House of the 23rd March, 1914, for a return showing: — 1. What

investigations and other work have been entrusted by the Government, or any Depart-
ment thereof, to G. Howard Ferguson, member for the electoral division of the county
of Grenville in the Legislative Assembly of the province of Ontario. 2. How much the
said G. Howard Ferguson has been paid by the Government, or any Department there-
of, for fees and disbursements since the 21st of September, 1911, and how much is still
due and owing to him. 3. How much has been paid to the said G. Howard Ferguson
by the Government or any Department thereof, since the 21st September, 1911. in
connection with any other matter whatever. Presented 12th February, 1915.— Mr.
Proulx Not printed.

84. Further Supplementary Return to an Order of the House of the 28th April, 1913, for a

return showing a list of all the newspapers in Canada in which advertisements hav?
been inserted by the Government, or any minister, officer or department thereof, between
10th October, 1911, and the present date, together with a statement of the gross amount
paid therefor between the above dates to each of said newspapers or to the proprietors
of the same. Presented 12th February, 1915. — Mr. Sinclair Not printed.

84a. Further Supplementary Return to an Order of the House of the 30th April, 1913, for a
return showing a list of all the newspapers in Canada in which advertisements have
been inserted by the Government, or any minister, officer or department thereof, between
the 10th day of October, 1906, and 10th October, 1907, and between said dates in each
of the years following up to the 10th October, 1911, together with a statement of the
gross amount paid therefor for the years mentioned, to each of the said newspapers or
the proprietors of the same. Presented 12th February, 1915.— Air. Thornton.

Not printed.

79240-2 17

George V. Alphabetical Index to Sessional Papers. A. 1915

CONTENTS OF VOLUME 28— Continued.

85. Partial Return to an Order of the House of the 4th March, 1914, for a return showing: —

1. How many employees of the Federal Government of Canada, including all services
and all departments, have been dismissed from 10th October, 1911, to the present
date. 2. How many have resigned. 3. How many have deserted the service. 4.
How many deserters have been punished. 5. How many new employees have been
engaged or appointed by the present Government during the same period. Presented
12th February, 1915. — Mr. Boivin Not printed.

85a. Return to an Order of the House of the 4th March, 1914, for a return showing: —
1. How many employees of the Federal Government of Canada, including all services
and all departments, have been dismissed from 10th October, 1911, to the present
date. 2. How many have resigned. 3. How many have deserted the service. 4.
How many deserters have been punished. 5. How many new employees have been
engaged or appointed by the present Government during the same period. Presented
4th March, 1915. — Mr. Boivin Not printed.

85&- Further Supplementary Return to an Order of the House of the 4th March, 1914, for a return
showing : — 1. How many employees of the Federal Government of Canada, including
all services and all departments, have been dismissed from 10th October, 1911, to the
present date. 2. How many have resigned. 3. How many have deserted the service.
4. How many deserters have been punished. 5. How many new employees have been
engaged or appointed by the present Government during the same period. Presented
5th March, 1915. — Mr. Boivin Not printed.

85c Further Supplementary Return to an Order of the House of the 4th March, 1914, for a return
showing : — 1. How many employees of the Federal Government of Canada, including
all services and all departments, have been dismissed from 10th October, 1911, to the
present date. 2. How many havo resigned. 3. How many have deserted the service.
4. How many deserters have been punished. 5. How many new employees have been
engaged or appointed by the present Government during the same period. Presented
12th March, 1915. — Mr. Boivin Not printed.

85^. Further Supplementary Return to an Order of the House of the 4th March, 1914, for a return
showing : — 1. How many employees of the Federal Government of Canada, including
all services and all departments, have been dismissed from 10th October, 1911, to the
present date. 2. How many have resigned. 3. How many have deserted the service.
4. How many deserters have been punished. 5. How many new employees have been
engaged or appointed by the present Government during the same period. Presented
7th April, 1915. — Mr. Boivin Not printed.

86. Further Supplementary Return to an Order of the House of the 18th February, 1914, for

a copy of all charges, complaints, memorials, correspondence and telegrams, not
already produced, relating to officials in any department of the Government since 10th
October, 1911, the* number of officials dismissed, reports of investigations held in
respect of such charges, items of expenditure and costs of each investigation, the names
of persons appointed to office in the place of dismissed officials, and of all recom-
mendations received in behalf of persons so .appointed in the province of Prince Edward
Island. Presented 12th February, 1915. — Mr. Hughes (Kings, Q.E.I.)

Not printed.

87. Partial Return to an Order of the House of the 18th May, 1914, for a return showing in

all cases in which Charles Seager, of Goderich, acted as Government Commissioner in
the investigation of officials charged with partizanship, or other offences, from and
including the year 1896 to the year 1900; and the names of all officials dismissed by
reason of the reports of the said Charles Seager, the positions held by such officials,
and when such dismissals took place ; with a copy of the evidence taken in all such
cases, together with the commissioners reports thereon, and also showing what fees
were paid to the said Charles Seager for conducting such investigations. Presented
12th February, 1915. — Mr. Clark (Bruce) Not printed.

88. Return to an Order of the House of the 16th March, 1914, for a copy of all correspond-

ence, letters, telegrams, complaints and of all other documents in any way referring
to the operation of the salmon hatchery at North East Margaree, and the fish pond at
Margaree Harbour from 1911 to date. Presented 15th February, 1915. — Mr. Chisholm
(Inverness) Not printed.

89. Return to an Address to His Royal Highness the Governor General of the 11th May, 1914,

for a copy of all letters, telegrams, Orders in Council, contracts, tenders, papers and
other documents in possession of the Department of Public Works, and of the Depart-
ment of Militia and Defence, relating to the construction of an armoury at Amherst,
N.S. Presented 15th February, 1915. — Mr. Sinclair Not printed.

90. Letters of the Honourable Louis P. Pelletier, M.P., and the Honourable Wilfrid B. Nantel,

M.P., resigning their positions as Postmaster General and Minister of Inland Revenue,
respectively, and letters of the Prime Minister in acknowledgment thereof. Presented
by Sir Robert Borden, 15th February, 1915 Not. printd.

5 George V. Alphabetical Index to Sessional Papers. A. 1915

CONTENTS OF VOLUME 28— Continued.

91. Report of Board of Officers on boots supplied to the Canadian Expeditionary Force. Pre-

sented by Hon. Mr. Hughes, 15th February, 1915 Not printed.

92. Regulations under " The Destructive Insect and Pest Act." Presented by Hon. Mr.

Burrell, 16th February, 1915 Not printed.

93. Report on "The Agricultural Instruction Act," 1913-14, pursuant to Section 8 of the above

named Act Presented by Hon. Mr. Burrell, 16th February, 1915.

Printed for sessional papers only.

93a- Supplementary Return to an Address to His Royal Highness the Governor General of the ■
9th February, 1914, for a copy of all arrangements made between the Government and
the various provinces under the Agricultural Instruction Act. Presented 19th February,
1915. — Sir Wilfrid Laurier Not printed.

93b. Return to an Order of the House of the 20th April, 1914, for a copy of all documents,
correspondence, letters, petitions, reports, etc., exchanged between Dr. C. C. James, Mr.
J. C. Chapais and each of the Provincial Ministers of Agriculture, in connection with
the distribution and the administration of the federal subsidy granted to the provinces
for agricultural purposes since the granting of same. Presented 23rd February, 1915.
— Mr. Lapointe (Kamouraska) Not printed.

94. Return to an Order of the House of the 11th February, 1914, for a copy of all telegrams,

correspondence, instructions, recommendations, and other documents that passed
between the Shellfish Fishery Commission of 1913, and the Department of Marine and
Fisheries, from the date of the appointment of said Commission to 31st December,
1913, excluding such documents as have been printed in the published report of said
Commission. Presented 16th February, 1915. — Mr. Sinclair Not printed.

95. Return to an Order of the House of the 16th March, 1914, for a copy of all correspondence,

tenders, telegrams, complaints and of all other documents in any way referring to the
collecting of spawn for the Margaree Lobster Hatchery during the years 1911-12,
1912-13 and 1913-14. Presented 16th February, 1915.— Mr. Ghisholm {Inverness).

Not printed.

96. Return to an Order of the House of the 10th February, 1915. for a return showing the

amount of coal imported into Alberta, Saskatchewan and Manitoba, respectively, from
the United States during the year 1914 ; also the amount of duty collected in each of
the said provinces during the same year. Presented 16th February, 1915. — Mr.
Buchanan Not printed.

97. Copy of the Eighth Joint Report of the Commissioners for the Demarcation of the Meri-

dian of the 141st Degree of West Lngitude. Presented by Hon. Mr. Roche, 18th
February, 1915 Not printed.

98. Return to an Order of the House of the 20th April, 1914, for a copy of the agreement

between the Government of Canada and the Canadian Pacific Railway Company at the
time the special land grant was made whereby the Canadian Pacific Railway Company
were enabled to get their land grant in one* block for the purpose of establishing their
present irrigation system east of Calgary, province of Alberta. Presented 18th
February, 1915. — Mr. Bvrnham Not printed.

99. Return to an Order of the House of the^23rd March. 1914, for a copy of all letters, tele-

grams and other documents in connection^with the sale of any timber on Parry Island,
Parry Sound District, and of advertisements, agreements for purchase and any other
documents connected with such sale or grant of timber to any person or persons. Pre-
sented 18th February, 1915. — Mr. Arthurs Not rpinted.

100. Return to an Order of the House of the 11th February, 1914, for a return showing

reasons for the dismissal of Mr. Lariviere, Dominion Lands Agent at Girouard ; the
date of his appointment and of dismissal and salary at time of dismissal ; also the
name of agent appointed in his place, with date of appointment and salary. Presented
ISth February, 1915. — Mr. Oliver Not printed.

101. Annual Return respecting Trade Unions under Chapter 125, R.S.C, 1906. Presented by

Hon. Mr. Coderre, 18th February, 1915 Not printed.

102. A detailed statement of all bonds or securities registered in the Department of the Secre-

tary of State of Canada, since last return (21st January, 1914) submitted to the Par-
liament of Canada under Section 32 of Chapter 19, of the Revised Statutes of Canada,
1906. Presented by Hon. Mr. Coderre, 18th February, 1915 Not printed.

79240— 2} 19

5 George V. Alphabetical Index to Sessional Papers. A. 1915

CONTENTS OF VOLUME 28— Continued.

103. Return to an Order of the House of the 9th February, 1914, for a copy of all petitions,

memorials, letters, telegrams, papers, and documents received by any department of
the Government of Canada, or any Minister of the Crown from any company, corpor-
ation, person or persons, requesting the removal of any customs duties upon wheat or
wheat products entering Canada, or protesting against any diminution or removal of
such custom's duties, and any replies thereto. Presented 18th February, 1915. — Mr.
Maclean (Halifax) Not printed.

104. Return to an Order of the House of the 20th April, 19H, for a copy of all correspond-

ence, letters, documents or other papers relating to the cancellation of the entry of
R. Bannatyne for the northwest | of section 24, township 35, range 18, west of the
2nd meridian. Presented 19th February, 1915. — Mr. Neely Not printed.

105. Return to an Order of the House of the 16th February, 1914, for a return showing the

name of the postmaster of the Parish of St. Romuald, county of Levis, who, it is said,
was dismissed from office since September, 1911, the reasons for such dismissal, the
nature of the complaints made against him, the names of the parties who made those
complaints, together with a copy of all correspondence and telegrams relating thereto,
the name of the inquiring commissioner, and report of investigation, if any, and of all
evidence taken at the investigation, the names of those who recommended the successor,
names of the parties by whom the Government was represented at such investigation,
with a detailed statement of all the accounts paid or to be paid by any department in
connection with the aforesaid dismissal and investigation, the names of the parties who
received any money or filed their accounts in connection with said investigation, and
the amount awarded to or claimed by each of them. Presented 19tii February, 1915. —
Mr. Bourassa Not printed.

106. Return showing lands sold by the Canadian Pacific Railway Company during the year

which ended on the 30th September, 1914. Presented by Hon. Mr. Roche, 19th Feb-
* ruary, 1915 Not printed.

107. Return to an Order of the House of the 10th June, 1914, for a return showing: — 1. The

amount of money sent through the post offices in the past five years outside Canada
from the following Cape Breton post offices: Glace Bay, Caledonia Mines, Dominion No.
4, New Aberdeen, Bridgeford, Old Bridgeford, Reserve Mines, Sydney, Whitney Pier,
Ashby, North Sydney, Sydney Mines, Florence, Dominion No. 6, and Port Marrien. 2.
What countries was such money transmitted to. Presented 22nd February, 1915. —
Mr. Carroll Not printed.

108. Return to an Order of the House of the 15th February, 1915, for a copy of all correspond-

ence, telegrams and other documents in connection with the removal from the customs
service at Lethbridge, Alberta, of Brown Pipes and A. R. Gibbons. Presented 23rd
February, 1915. — Mr. Buchanan '. .Not printed.

109. Return to an Order of the House of the 15th February, 1915, for a return giving the

names of all the transports hired since 1st August, 1914, for the conveyance of troops,
horses, stores and material to England, the name of each vessel owner, broker or other
person through whom the vessel was chartered, the tonnage of each vessel, speed, rate
paid per ton per week or month, minimum time for which engaged, date of agreement,
date at which pay commenced, date at which pay ceased, and the total sum paid by
the Government for hire and other charges. Presented 23rd February, 1915. — Mr.
Murphy Not printed.

110. Return to an Order of the House of the 15th February, 1915, for a return showing: — 1.

How many transport wagons were purchased for the Second and Third Contingents?
2. From whom they were purchased, and the name of each person or firm? 3. How
many were purchased from each? 4. What was the price paid per wagon? 5. If any
tenders were asked? 6. If any tenders were received that were not accepted? 7. If
so, what was the price tendered at? Presented 23rd February, 1915. — Mr. Nesbitt.

Not printed.

111. Return to an Order of the House of the 11th February, 1915, for a return showing: —

1. How many persons have been made prisoners of war since the declaration of war
between the Allies, Germany and Austria? 2. Where they have been kept captive0 3.
What is the name of each place of detention, and the name of the officer in charge
of such place of detention? Presented 23rd February, 1915. — Mr. Wilson (Laval).

Not printed

Ilia. Return to an Order of the House of the 19th February, 1915, for a statement in detail
of : The number of prisoners of war in this country ; the number under parole ; the
number held in detention camps ; the number of detention camps, where situated, how
accessible, and the number of prisoners in each. The amount of cost to Canada in
each of these camps, respectively, for subsistence, pay, clothing, transportation and
supervision ; the nature of work done by prisoners, and the total value of same to date.
Presented 1st April, 1915. — Mr. Clark (Red Deer) Not printed.

5 George V. Alphabetical Index to Sessional Papers. A. 1915

CONTENTS OF VOLUME 28— Continued.

112. Return to an Order of the House of the 15th February, 1915, for a copy of all letters,

telegrams, minutes of investigation and other documents relating to the dismissal of
James Brennan, fireman Intercolonial Railway at Stellarton. Presented 25th February,
1915. — Mr. Macdonald Not printed.

113. Return to an Order of the House of the 11th February, 1915, for return showing if any

official statement was given on behalf of the management of the Intercolonial Railway
to the effect that wages would be paid in their absence to the employees of the railway
who volunteered for active service. If so, when and by whom? If any order has been
made by the Railway Department providing for such payment, and if so, when the said
order was made. Presented 23rd February, 1915. — Mr. Macdonald Not printed.

114. Return to an order of the House of the 9th February, 1915, for a copy of all papers,

petitions, letters and telegrams exchanged between the Quebec Board of Trade and the
Department of Railways and Canals concerning the circulation of trains on that section
of the National Transcontinental Railway between Cochrane and Quebec City. Pre-
sented 23rd February, 1915. — Mr. Lemieux Not printed.

115. Return (in so far as the Department of the Interior is concerned) of copies of all Orders

in Council, plans, papers and correspondence relating to the Canadian Pacific Railway,
which are required to be presented to the House of Commons, under a resolution passed
on 20th February, 1882, since the date of the last return, under such resolution. Pre-
sented by Hon. Mr. Roche, 24th February, 1915 Not printed.

116. Return showing: — 1. Who the Remount Commissioners are for Western and Eastern

Canada respectively? 2. When and by whom they were appointed, and what their
general instructions were? 3. Why were the mobilization orders 1913, which provide
for the purchase of remounts, ignored and civilians put in charge of the purchase of
remounts? 4. The names of the purchasers and inspecting veterinary officers appointed
by the Remount Commissioner for Eastern Canada, in the various remount divisions?
5. If any of the purchasers and inspecting veterinary officers have been stopped buy-
ing. If so, what their names are, and the reasons given by the Remount Commjssioner
for his action? 6. How many horses have been purchased between 1st December and
31st January, in each remount division in Eastern* Canada, and the average price paid
per horse? 7. What the average cost per horse is in each remount division to cover
the expenses, including pay or allowances and all travelling and other expenses,
between the said dates. Presented 24th February, 1915. — Mr. Lemieux. .Not printed.

117. Return showing: — 1, From how many firms the Government have ordered ankle boots

for the various contingents now being equipped for service? 2. The names of these
firms? 3. How many ankle boots have been ordered from each firm? 4. How many
ankle boots each firm have delivered up to date? 5. How many ankle boots each firm
have yet to deliver? 6. The price that each firm is receiving for these ankle boots.
Presented 24th February, 1915. — Mr. Lemieux Net printed.

118. Return to an Order of the House of the 22nd February, 1915, for a copy of all correspond-

ence, recommendations, tenders and other papers on file in the office of the Department
of Railways and Canals relating to supplying ice for the Intercolonial Railway at Mul-
grave for the year 1915. Presented 25th February, 1915. — Mr. Sinclair.

Not printed.

119. Return to an Order of the House of the 18th February, 1915, for a return showing: — 1.

How many motor trucks were sent with the first contingent to England? 2. From
whom they were purchased, and by whom they were manufactured? 3. What their
capacity was? 4. What price was paid for them? 5. If any expert was employed by
the Government in connection with their purchase. If so, who? 6. If any commis-
sion was paid by the Government to any one in connection with their purchase? 7.
If the trucks have given satisfaction in service. If not, what defects were exhibited?
8. If a committee was appointed by the Militia Department or the Government in
regard to the purchase of motor trucks for the second and further contingents. If so,
who comprised it, and what were their special qualifications? 9. If one, Mr. McQuarrie,
was a member of this committee. If so, is it true he was, and is still, an employee of
the Russell Motor Car Company of Toronto? 10. If one, Owens Thomas, was employed
as expert on the said Committee? If so, what he was paid, or what he is to be paid
for his services, and how long his services were utilized? 11. If Mr. Thomas received
any commission in connection with the purchases of motor trucks either from the
Government or the manufacturers? 12. What recommendations were made by the
said committee to the Militia Department or the- Government in connection with pur-
chases of motor trucks? 13. If the trucks have been purchased. If so, how many,
from whom, and at what price? 14. If it is true that these trucks were purchased
from the Kelly Company, Springfield, Ohio. If so, could not efficient and suitable
trucks have been procured from Canadian manufacturers? 15. If it is true that the
Government has decided to go into the motor truck business by placing orders with
Canadian manufacturers for parts, and supplying such parts to assemblers in Canada.
If so, is it true that orders have been, or are being placed with the Russell Motor Car
Company, to manufacture engines? 16. Who recommended Mr. Thomas to the Minister
of the Militia or the Government? Presented 25th February, 1915. — Mr. Copp.

Not printed.
21

5 George V. Alphabetical Index to Sessional Papers. A. 1915

CONTENTS OF VOLUME 28— Continued.

120. Return to an Order of the House of the 15th February, 1915, for a return showing

whether any exportations of food-stuffs have been made since 1st August last, to Euro-
pean countries, other than the United Kingdom, France and Belgium, and if so, their
nature and what countries. Presented 25th February, 1915. — Mr. Cockshutt.

Not printed.

121. Return to an Order of the House of the 11th February, 1915, for a copy of the petition,

papers, documents and letters in connection with the incorporation of the Dominion
Trust Company, incorporated by Special Act of the Parliament of Canada in 1912, being
Chapter 89 of 2 George V. Presented 25th February, 1915. — Mr. Proulx.

Not printed.

121a. Return to an Order of the House of the 11th February, 1915, for a copy of all the
correspondence exchanged between the Department of Justice and the Government of
the province of British Columbia, or any of its members, with regard to a certain Act
passed by the Legislature of the said province in 1913, being Chapter 89 of 2 George
V., entitled: "An Act respecting the Dominion Trust Company." Presented 4 th March,
1915. — Mr. Proulx Not printed.

122. Return to an Order of the House of the 11th February, 1915, for a copy of all correspond-

ence which has passed between the Auditor General and the Militia Department or any
other department of the Government service in regard to the expenditure under the War
Appropriation Act. Presented 25th February, 1915. — Mr. Maclean (Halifax).

Printed for distribution and sessional papers.

122a. Memorandum of the Accountant and Paymaster-General and the Director of Contracts of
the Department of Militia and Defence, in respect to correspondence between the
Auditor General and Militia Department, relating to expenditure under the War Appro-
priation Act. Presented by Hon. Mr. Hughes, 11th March, 1915 Not printed.

123. Copy of all correspondence between the Minister of Finance and the Auditor General from

18th August to date, respecting purchases for overseas contingents, army contracts, or
other purchases for military purposes, or under the operation of the Naval Service Act
of 1910, or under Orders in Council relating to military matters. Presented by Hon.
Mr. White, 25th February, 1915 • Not rpinted.

124. Certified copy of a report of the Committee of the Privy Council approved by His Royal

Highness the Governor General on the 23rd January, 1915, on the subject of separ-
ation allowance to dependents of soldiers of the First Overseas Contingent. Presented
by Hon. Mr. Rogers, 26th February, 1915 Not printed

124a, Certified copy of a report of the Committee of the Privy Council approved by His Royal
Highness the Governor General on the 28th January, 1915, in respect to application*
from men who have enlisted in the corps raised for overseas service, to be allowed to
nmrry and to have their wives placed on the separation allowance list. Presented by
Hon. Mr. Rogers, 26th February, 1915 Not printed.

125. Return to an Order of the House of the 16th February, 1914, for a copy of all telegrams,

correspondence, petitions and documents of all kinds in any way referring to a drill
shed or armoury to be built at the town of Inverness, Inverness county, Nova Scotia.
Presented 26th February, 1915. — Mr. Chisholm (Inverness) Not printed.

126. Detailed statement of revenue of custom duties and refund thereof under Section 92 Con-

solidated Revenue and Audit Act, through the Department of Commerce for the fiscal
year ended 31st March, 1914. — (Senate) Not printed.

127. Orders in Council which have been published in the Canada Gazette betewen the 1st

December, 1913, and 11th January, 1915, in accordance with the provisions of Section
19, Chapter 10. 1-2 George V. "The Forest Reserves and Park Act." — (Senate).

Not printed.

127«- Return of Orders in Council which have been published in the Canada Gazette, between
the 16th May, 1914, and 25th July, 1914, in accordance with the provisions of 'The
Forest Reserves and Park Act," Section 19, of Chapter 10, 1-2 George V. Presented
by Hon. Mr. Roche, 12th March, 1915 Not printed.

128 Orders in Council which have been published in the Canada Gazette between 1st Decem-
ber, 1913, and 15th January, 1915, in accordance with the provisions of Section 5, of
Chapter 21, 7-8 Edward VII, "The Dominion Lands Survey Act." — (Senate).

Not printed.

128a- Return of Orders in Council which have been published in the Canada Gazette, between
24th January, 1914, and 6th February, 1915, in accordance with the provisions of
Section 77 of "The Dominion Lands Act," Chapter 20 of the Statutes of Canada, 1908.
Presented by Hon. Mr. Roche, 12th March, 1915..,- Not printed.

5 George V. Alphabetical Index to Sessional Papers. A. 1915

CONTENTS OF VOLUME 28— Continued.

128&- Return of Orders in Council which have been published in the Canada Gazette and in
the British Columbia Gazette, between 11th April, 1914, and 10th December, 1914, in
accordance with provisions of Subsection (d) of Section 38 of the regulations for the
survey, administration, disposal and management of Dominion Lands within the 40-
mile railway belt in the province of British Columbia. Presented by Hon. Mr. Roche,
12th March, 1915 Not printed.

128c. Orders in Council which have been published in the Canada Gazette and in the British
Columbia Gazette, between 1st December, 1913, and the 15th January, 1915, in accord-
ance with the provisions of Subsection (d) of Section 38 of the Regulations for th«
survey, administration, disposal and management of Dominion Lands within the 40-
mile railway belt in the province of British Columbia. — (Senate) Not printed.

129. Orders in Council passed between 1st December, 1913 and 15th January, 1915, approving

of regulations and forms prescribed in accordance with the provisions of Section 57 of
the Irrigation Act, Chapter 61, Revised Statutes of Canada, 1906, as amended by
Chapter 38, 7-8 Edward VII. — (Senate) Not printed.

130. Return to an Order of the House of the 25th February, 1915, for a return showing

whether the Government purchased from the Canada Cycle and Motor Company tirea
for motor trucks for the first Canadian Contingent and, if so, the price paid per set
and the number purchased ; also whether the Government have obtained prices for
tires for motor trucks fo.r the second contingent and, if so, the prices per set so
obtained. Presented 3rd March, 1915. — Mr. Gauvreau.., Not printed.

131. Return to an Order of the House of the 15th February, 1915, for a copy of all correspond-

ence, telegrams and other documents in connection with the appointment of A. H.
McKeown to the immigration service at Lethbridge, Alberta. Presented 3rd March,
1915. — Mr. Buchanan Not printed.

132. Return to an Order of the House of the 15th February, 1915, for a copy of all corre-

spondence, telegrams and other documents in connection with the removal from offic*
of A. E. Humphries. Inspector of Immigration at Lethbridge, Alberta. Presented 3rd
March, 1915. — Mr. Buchanan Not printed.

133. Return to an Order of the House of the 3rd June, 1914, for a return showing: — 1. Who

secured the mail contract between Armagh Station and Mailloux, county of Bellechasse,
Que.? 2. How many tenders were received? 3. The names of the tenderers, and th»
amount of each tender? Presented 3rd March, 1915. — Mr. Lemieux Not printed.

134. Return to an Order of the House of the 6th April, 1914, for a copy of all letters, tele-

grams, correspondence, complaints, and documents of all kinds in any way connected
with the asking for tenders for the mail route between Low Point and Creignish Station
during the years 1913-14. Presented 3rd March, 1915. — Mr. Chisholm (Inverness).

Not printed.

135. Return to an Order of the House of the 6th April, 1914, for a copy of all letters, tele-

grams and other documents relative to the mail contract between New Ross and
Vaughans post office, Waterville, province of Nova Scotia. Presented 3rd March, 1915.
— Mr. Macdonald Not printed.

136. Return to an Order of the House of the 18th May, 1914, for a copy of all correspondence,

telegrams, letters and documents of all kinds in possession of the Post Office Depart-
ment received since 1913, up to the present date in any way referring to the mail con-
tract from Mabou to Wycocomagh. Presented 3rd March, 1915. — Mr. Chisholm
(Inverness) t Not printed

137. Return to an Order of the House of the 25th February, 191",, for a return showing: — 1.

The amount of money collected by sub-collectors of customs at Edmundston, N.B., at
Clair, N.B., at St Leonards, N.B., and at Green River, N.B., each and every year for
the last five fiscal years. 2. The salaries paid in connection with each of said ports
each year. Presented 3rd March, 1915. — Mr. Michaud Not printed.

138. Return to an Order of the House of the 10th February, 1915, for a return showing how

much money has been spent amongst the merchants of the city of Medicine Hat for
Government relief, to whom the payments were made and the total amount in each case.
Presented 4th March. 1915. — Mr. Buchanan Not printed.

139. Return to an Order of the House of the 2nd February, 1914, for a copy of all letters,

correspondence, papers and documents relating to the dismissal of the following persona
from the below mentioned offices in Shelburne County, N.S. : — J. V. Smith, sub-collector
of customs at Lower Woods Harbour ; John H. Lyons, keeper of lightship, Barrington
Passage ; William L. Smith, lightkeeper, Baccaro ; E. D. Smith, fishery overseer, Shag;
Harbour ; J. A. Orechia, harbour master, Woods Harbour ; J. C. Morrison, harbour
master, Shelburne ; and Albert Mahaney, postmaster at Churchover. Presented 4tfc
March, 1915. — Mr. Maclean (Halifax) Not printed.

(jeorge V. Alphabetical Index to Sessional Papers. A. 1915

CONTENTS OF VOLUME 28— Continued.

139«. Return to an Order of the House of the 24th February, 1915, for a. copy of all letters,
papers and documents relating to the dismissal of the following officers in Shelburne
County, N.S. : Wm. L. Smith, lightkeeper, Baccaro, N.S. ; J. A. Arechia, harbourmaster,
Lower Wood Harbour, and J. C. Morrison, harbour master, Shelburne, N.S. Presented
16th March, 1915. — Mr. Law Not printed.

140. Return to an Order of the House of the 9th March, 1914, for a return showing:— 1. The

amounts of money expended by this Government in the county of Portneuf from the
1st of July, 1896, to the 21st September, 1911. 2. The nature of the work done in each
parish. 3. In what 3~ear such work was executed, and what amount was expended in
each case. Presented 4th March, 1915. — Mr. Sevigny Not printed.

141. Return to an Order of the House of the 22nd February, 1915, for a copy of all papers,

petitions, declarations, affidavits, sworn statements, requests, certificates and all other
documents in connection with the naturalization of F. P. Gutelius, General Manager of
the Intercolonial Railway. Presented 4th March, 1915, — Mr. Gauvreau. . . .Not printed.

142. Report of the delegates appointed to represent the Government of Canada at the Eighth

International Purity Congress, held under the auspices of the World's Purity League,
at Kansas City, Mo., November 5th-9th, 1914. Presented by Sir Robert Borden, 4th
March, 1915. Not printed.

143. Return to an Address to His Royal Highness the Governor General of the 22nd February,

1915, for a copy of all complaints to the Government of the killing of one American
citizen and the shooting of another by militia men, in the waters of Lake Erie, and of
all correspondence with regard to the same with the British Embassy and American
authorities. Presented 5th March, 1915. — Sir Wilfrid Laurier Not printed.

144. Return to an Order of the House of the 24th February, 1915, for a return showing the

amounts in detail paid to Ward Fisher, of Shelburne, N.S., fishery inspector, for the
years 1912 and 1913, for salary, office expenses, travelling expenses, and all other
expenses. Presented 5th March, 1915. — Mr. Law Not printed.

145. Return to an Order of the House of the 15th February, 1915, for a return showing the

names and addresses of all persons in Yarmouth County to whom the bounty under the
Fenian Raid Volunteer Bounty Act has been paid ; the names and addresses of all
persons from said county whose applications have been rejected, and a list givirg
names and addresses of all applicants from said county whose applications have not
yet been disposed of. Presented 5th March, 1915. — Mr. Law Not printed.

146. Return to an Order of the House of the 19th February, 1915, for a return showing the

names and post office addresses of all persons in Guysborough County, N.S., to whom
the bounty under the Fenian Raid Volunteer Bounty Act has been paid ; the names and
post office addresses of all persons whose applications have been rejected, and the
reason for such rejections ; also the names and post office addresses of all persons
whose applications have been received but have not yet been paid, distinguishing
between those who have been dealt with and allowed, and such applications as have
been received but not yet considered, if any. Presented 5th March, 1915. — Mr. Sinclair.

Not printed.

147. Return to an Order of the House, of the 12th February, 1915, for a return showing: — 1.

How many applications for seed grain have been received from residents of the three
prairie provinces since June, 1914? 2. How many bushels of grain were included in
the applications? 3. How many acres of land were to be seeded by the grain applied
for? 4. How many bushels of wheat, oats and barley, respectively, the Government
has on hand with which to meet the applications? 5. If arrangements have been made
under which the several Provincial Governments will assist in meeting the needs of the
settlers for seed grain? Presented 8th March, 1915. — Mr. McCraney . . ..Not printed.

148. Return to an Order of the House, of the 2nd February, 1914, for a return showing the

number of ships chartered by the Government or any department thereof since October,
19 J 1, to go to Hudson's Bay or James Bay; the name of each and the tonnage; the
name and residence of each commanding officer; what cargo each carried, and what
portion was landed, and where, what was lost and where, and what returned ; with the
values in each case. Presented 8th March, 1915. — Mr. Graham Not printed.

148«. Return to an Order of the House of the 3rd March, 1915, for a return showing the
number of ships employed by the Railway Department, the number of men hired on
vessels and on shore, and the amount expended for supplies, men and transportation
from 31st March, 1914, to 31st December, 1914, in connection with the Hudson Bay
Railway expenditures. Presented 22nd March, 1915. — Mr. Macdonald. .Not printed.

149. Return to an Address to His Royal Highness the Governor General, of the 9th February,

1914, for a copy of all correspondence since the 1st January last with regard to the
calling of an Imperial Conference on the subject of naval defence. Presented 8th
March, 1915. — Sir Wilfrid Laurier Not printed.

5 George V. Alphabetical Index to Sessional Papers. A. 1915

CONTENTS OF VOLUME 28— Continued.

150. Return to an Order of the House, of the 11th February, 1915, for a return showing the

names and addresses of all persons In Antigonish County to whom the bounty under
the Fenian Raid Volunteer Bounty Act has been paid ; the names and addresses of
all persons from said county whose applications have been rejected, and a list giving
names and addresses of all applications from said county whose applications have not
yet been disposed of. Presented Sth March, 1915. — Mr. Chisholm {Antigonish).

Not printed.

151. Return to an Order of the House, of the 3rd March, 1915, for a return showing: — 1. Who

were the different officers commissioned to the 17th Nova Scotia Regiment at Valcartier
before they sailed for England? 2. Who are now the commissioned officers of said regi-
ment. Presented 8th March, 1915. — Mr. Macdonald Not printed.

152. Return to an Order of the House, of the 9th February, 1915, for a copy of all accounts

of the transfer of the storm signal at Shippigan, N.B., from its former position on
land to the public wharf, showing the total cost of said transfer during the months of
October and November in 1911. Presented 8th March, 1915. — Mr. Turgeon.

Not printed.

153. Return to an Order of the House, of the 4th May, 1914, for a copy of all correspondence,

telegrams, petitions, including the signatures of such petitions, and all other documents
and papers in the possession of the Department of Trade and Commerce, or the minister
of said department, or in the possession of the Prime Minister, relating to any appli-
cation made between 1st November, 1913, and date hereof by parties in Nova Scotia
asking lor Government assistance towards the transportation of fresh fish between ports
in Nova Scotia and the United States. Presented 9th March, 1915. — Mr. Sinclair.

Not printed.

154. Statement of Mr. H. C. Crowell, staff correspondent of the Halifax Chronicle, and corre-

spondence in connection with statements appearing in the press referring to alleged ill-
treatment of the 17th Regiment of Nova Scotia, at Salisbury Plains. Presented by
Sir Robert Borden, 9th March, 1915 Not printed.

155. Return to an Order of the House, of the 3rd March, 1915, for a return showing: — 1. The

estimated cost of fitting up the works of the Canadian Car and Foundry Company,
Limited, at Amherst, N.S., for military purposes. 2. The rent or other remuneration
being paid, or will be paid, this company for the use of its buildings. 3. Who are to
supply the military provisions, including food for men, coal for heating and cooking,
and food and other supplies for horses quartered on these premises, and at what prices.
4. Whether it is true that forms for tendering for such military supplies could only be
obtained from the office of the sitting member for Cumberland County, and in several
cases forms of tender were refused to applicants. 5. Whether the Government is
aware that in the case of the supplying of hay, as alleged, not only Liberals were not
allowed to tender for same, but supporters of the Government were informed they
would not secure any part of the contract, if any of the hay to be supplied was to be
purchased from a Liberal. Presented 11th March, 1915. — Mr. Copp Not printed.

156. Return to an Address to His Royal Highness the Governor General, of the 1st March,

1915, for a copy of all correspondence of the Imperial authorities on the subject of
loans from the Imperial Treasury to the Canadian Government. Presented llth March,
1915. — Mr. Maclean (Halifax) Not printed.

157. Return to an Order of the House of the 3rd March, 1915, for a copy of all correspondence,

recommendations, letters and telegrams relating to the appointment of H. W. Ingraham
as Assistant Registrar of Alien Enemies at Sdyney, N.S., and to his dismissal from the
said office. Presented 12th March, 1915. — Mr. Kyle Not printed.

158. Return to an Address to His Royal Highness the Governor General of the llth February,

1915, for a copy of all correspondence relating to the purchase of, and payment by the
Government for two submarines authorized by Order in Council dated the 7th August,
1914, and of any other Order or Orders in Council relating thereto; and also of all
reports received by the Government or any department thereof referring to said sub-
marines. Presented 12th March, 1915. — Mr. Pugsley . . . .Printed for distribution only.

158a. Supplementary Return to an Address to His Royal Highness the Governor General, of
the llth February, 1915, for a copy of all correspondence relating to the purchase of,
and payment by the Government for two submarines authorized by Order in Council
dated the 7th August, 1914, and of any other Order or Orders in Council relating
thereto; and also of all reports received by the Government or any department thereof
referring to said submarines. Presented 15th March, 1915. — Mr. Pugsley.

Printed for distribution only.

George V. Alphabetical Index to Sessional Papers. A. 1915

CONTENTS OF VOLUME 28— Continued.

158&. Further Supplementary Return to an Address to His Royal Highness the Governor
General, of the 11th February, 1915, for a copy of all correspondence relating to the
purchase of, and payment by the Government for two submarines authorized by Order
in Council dated the 7th August, 1914, and of any other Order or Orders in Council
relating thereto ; and also of all reports received by the Government, or any depart-
ment thereof, referring to said submarines. Presented 24th March, 1915. — Mr. Pugsley.

Printed for distribution only.

159. Return to an Order of the House of the 19th February, 1915, for a copy of all correspond-

ence, telegrams, petitions, letters and all other documents in any way referring to the
dismissal of Mr. Mallet, captain of the life-boat in the life-saving station at Cheticamp,
and the appointment of his successor. Presented 12th March, 1915. — Mr. Chisholm
(Antigonish) Not printed.

160. Return to an Order of the House of the 3rd March, 1915, for a copy of all letters, papers

and other documents relating to the discharge of Dr. John McKenzie as medical doctor
to the Indians of Pictou County, and to the appointment of Dr. Keith as his successor.
Presented 12th March, 1915. — Mr. Macdonald Not printed.

161. Return to an Order of the House of the 15th February, 1915, for a copy of all corre-

spondence, letters, telegrams, instructions, reports and other documents relating to an
application by Udo F. Schrader for a grazing lease in townships 40 and 41, range 7,
west of the 3rd meridian, province of Saskatchewan. Presented 12th March, 1915. —
Mr. McOraney Not printed.

162. Return to an Order of the House of the 3rd March, 1915, for a return showing the names

of all applicants for Fenian Raid Bounty in the county of Pictou who have not yet
been paid their bounty. Presented 15th March, 1915. — Mr. Macdonald. . . .Not printed.

162a. Return to an Order of the House of the 19th February, 1915, for a return showing the
names and addresses of all persons in the county of Pictou who have been paid tha
Fenian Raid Bounty, and of all persons in said county who have made application for
said bounty, and who have not yet received it. Presented 15th March, 1915. — Mr.
Macdonald Not printed.

163. Return to an Order of the House- of the 4th March, 1915, for a return showing: — 1.

From whom food for men and horses, and all other supplies and equipment for tha
Field Battery now being trained at Lethbridge, is bought? 2. If by tender, the date
tenders were called for? 3. When tenders were opened and contracts awarded? 4.
The names and post office addresses of all parties who submitted tenders? 5. The
successful tenderers, and the price in each case. Presented 15th March, 1915. — Mr.
Buchanan Not printed.

164. Return to an Order of the House, of the 1st March, 1915, for a copy of all petitions,

reports, recommendations, letters, telegTams and correspondence relating to the dredg-
ing of Antigonish Harbour and the opening or improving of the entrance thereto,
received by the Government, or any department thereof, since the 1st January, 1912,
and not already included in the return presented the 30th of April, 1914, in obedience
to the Order of the House passed the 16th March, previously. Presented 15th March,
1915. — Mr. Chisholm (Antigonish) Not printed.

165. Copy of Order in Council dated 9th March, 1915, restricting the transfer of British ships.

Presented by Hon. Mr. Hazen, 16th March, 1915 Not printed.

166. Report of the Commissioners appointed to investigate and report upon the water levels

of the River St. Lawrence at and below Montreal, together with a brief summary pre-
pared by the Chief Hydrographer of the Survey. Presented by Hon. Mr. Hazen, 16th
March, 1915 Not printed.

167. Return to an Order of the House of the 3rd March, 1915, for a copy of all letters, tele-

grams, papers and other documents relating to the mail contract between Chance Har-
bour and Trenton, Pictou County, in regard to the existing contract. Presented 18th

March, 1915. — Mr. Macdonald Not printed.

168. Return to an Order of the House of the 19th February, 1915, for a copy of all corre-

spondence and other documents relating to the awarding of the mail contract at Maria
Capes, Bonaventure County, in 1914. Presented 18th March. 1915. — Mr. Marcil

Not printed.

169. Return to an Order of the House of the 15th February, 1915, for a copy of all tendera

letters and telegrams, including first and second call for tenders, for rural mail delivery
in the township of Dundee, county of Huntingdon.' Presented 18th March, 1915. — Mr.
Robb Not printed.

5 George V. ( Alphabetical Index to Sessional' Papers. A. 1915

CONTENTS OF VOLUME 2$— Continued.

170. Return to an Order of the House of the 11th February, 1915, for a copy of all petitions,

letters, telegrams and correspondence regarding- a proposed daily mail service between
Lower South River and South Side Harbour, Antigonish County, and improved postal
accommodation for the residents of the last-named district. Presented 17th March,
1915. — Mr. Chisholm {Antigonish) Not printed.

171. Return to an Order of the House of the 1st March, 1915, for a copy of all letters, docu-

ments, telegrams, recommendations, petitions and other papers received by the Post
Office Department since 1st January, 1914, relating to the contract for carrying the
mails between Guysborough and Canso, N.S. Presented 18th March, 1915. — Mr. Sin-
clair Not printed.

172. Return to an Order of the House of the 22nd February, 1915, for a return showing :1.

The total number of employees, both permanent and temporary, at the following post
offices: Montreal, Toronto, Winnipeg, Halifax, Quebec, St. John, N.B., and Vancouver.
2. The total amount of salaries paid in each case. 3. The total number of employees,
and the amount of salaries paid in the above offices on the 1st of October, 1911. Pre-
sented 18th March, 1915. — Mr. Lemieux Not printed.

173. Return to an Order of the House of the 19th February, 1915, for a copy of all corre-

spondence, telegrams, letters, petitions and documents of all kinds in any way referring
to a proposed change in the mail route from Inverness railway station to Margaree
Harbour. Presented 18th March, 1915. — Mr. Chisholm (Inverness).. ..Not printed.

174. Return to an Order of the House of the 8th March, 1915, for a return showing: — 1. From

how many firms or individuals the Government, or any' department thereof, has ordered
soldiers uniforms since the 1st of July, 1914. 2. The names of these Arms. 3. How
many Oliver equipments have been ordered from each firm. 4. How many of these
uniforms each firm has delivered up to date. 5. How many each firm has yet to
deliver. 6. The price each firm is receiving for these uniforms. Presented 18th March,
1915. — Mr. Murphy Not printed.

175. Return to an Order of the House of the 8th March, 1915, for a return showing: — 1. From

how many firms or individuals the Government, or any department thereof, has ordered
Oliver equipments since the 1st of July, 1914? 2. The names of these firms? 3. How
many Oliver equipments have been ordered from each firm? 4. How many each firm
has delivered up to date? 5. How many each firm has yet to deliver? 6. The price
each firm is receiving for these Oliver equipments? Presented 18th March, 1915. — Mr.
. Murphy Not printed.

176. Return to an Order of the House of the 11th March, 1915, for a copy of all letters, corre-

spondence, etc., relating to the appointment of William Gore Foster, of Dartmouth,
N.S., to the position of Inspector of Indian Reserves. Presented 18th March, 1915. — Mr.
Carroll Not printed.

177. Return to an Order of the House of the 15th February, 1915, for a copy of all letters,

telegrams, correspondence, leases, and other documents relating to the cutting of lumber
by Mr. B. F. Smith, and others, from the so-called Tobique Indian Reserve in the
province of New Brunswick since the twelfth day of March, A.D. 1914, and also of all
agreements, offers and promises made either by the said B. F. Smith or the Depart-
ment of Indian Affairs, with reference to the sale or disposal of any of the said Tobique
Indian Reserve since the said date, or any logs or lumber cut thereon. 2. Also a
statement of all lumber cut by the said B. F. Smith from the said reserve, the rates
of stumpage charged, and the amounts actually paid thereon from the first day of
January, 1912, down to the date hereof. Presented 18th March, 1915. — Mr. Carvell.

Not printed.

178. Return to an Order of the House of the 8th March, 1915, for a return showing: — 1. The

number of customs officers employed at the customs port of Masonville, Quebec, on
20th September, 1911. 2. The names of these officers. 3. The salary each one received.
4. The total amount of salaries paid the officers at this port. 5. The number of customs
officers employed at the port of Masonville at the present time. 6. The names of
these officers. 7. The salary each one receives. 8. The total amount of salaries pa;d
to the officers at this port. Presented 18th March, 1915. — Mr. Kay Not printed.

179. Return to an Order of the House of the 8th March, 1915, for a return showing: — 1. The

number of customs officers employed at the customs port of Highwater, Quebec, on
20th September, 1911. 2. The names of these officers. 3. The salary each one received.
4. The total amount of salaries paid the officers at this port. 5. The number of customs
officers employed at the port of Highwater at the present time. 6. The names of
these officers. 7. The salary each one receives. 8. The total amount of salaries paid
to the officers at this port. Presented 18th March, 1915. — Mr. Kay Not printed.

;e V. Alphabetical Index to Sessional Papers. A. 1015

CONTENTS OF VOLUME 2&— Continued.

180. Return to an Order of the House of the 8th March, 1915, for a return showing: — 1. The

number of customs officers employed at the customs port of Abercorn, Quebec, on
20th September, 1911. 2. The names of these officers. 3. The salary each one received.
4. The total amount of salaries paid the officers at this port. 5. The number of customs
officers employed at the port of Abercorn at the present time. 6. The names of
these officers. 7. The salary each one receives. 8. The total amount of salaries paid
to the officers at this port. Presented 18th March, 1915. — Mr. Kay Not printed.

181. Return to an Order of the House, of the 1st March, 1915, for a copy of all petitions,

letters, communications and other documents relating to or bearing upon the dismissal
of Leonard Hutchinson, chief keeper at Dorchester penintentiary. Presented 18lh
March, 1915. — Mr. Copp Not printed.

182. Return to an Order of the House of the 22nd February, 1915, for a copy of all letters,

telegrams and papers generally concerning the proposed construction of a bridge to
connect Isle Perrot with the mainland at Vaudreuil. Presented 18th March, 1915. —
Mr. Boyer , . Not printed.

182a. Return to an Order of the House of the 22nd February, 1915, for a copy of all letters,
telegrams and papers generally concerning the proposed construction of a bridge
between the Island of Montreal and the Mainland at Vaudreuil. Presented 18th March,
1915. — Mr. Boyer Not printed.

183. Return to an Order of the House of the 22nd February, 1915, for a return showing: —

1. What properties have been acquired by the Government in the City of Regina since
21st September, 1911? 2. The descriptions of such properties by metes and bounds?
3. For what purposes such properties were acquired? 4. From whom such properties
were purchased? 5. The total price and the price per foot paid for each property?
6. If any such property was acquired by expropriation, what tribunal determined the
price to be paid for any property so expropriated? 7. The dates on which any such
properties were acquired? Presented 18th March, 1915. — Mr. Mar-ti-n (Regina).

184. Return to an Order of the House of the 19th February, 1915, for a copy of all letters,

telegrams, memoranda, pay-lists, recommendations and any other documents whatso-
ever in any wise appertaining to the construction of a wharf at Lower Burlington, in
the County of Hants. Presented 18th March, 1915. — Mr. Chisholm (Inverness).

Not printed.

185. Return to an Order of the House of the 24th February, 1915, for a copy of pay-rolls and

all correspondence and vouchers in connection with the repairs to Jordan breakwater,
Shelburne county, for which Leander McKenzie was contractor of works or foreman.
Presented 18th March, 1915. — Mr. Lata Not printed.

186. Return to an Order of the House of the 24th February, 1915, for a copy of all letters,

telegrams, correspondence and pay-rolls in connection with repairs and extension of
breakwater at Bluff Head, Yarmouth county, N.S., during year 1914. Presented 18th
March, 1915. — Mr. Law Not printed.

187. Return to an Order of the House of the 22nd February, 1915, for a return showing the

amounts expended by the Public Works Department in the County of Inverness each
year from 1896 down to 1915. Presented 18th March, 1915. — Mr. Chisholm (Inver-
ness) N0t panted.

188. Return to an Order of the House of the 24th February, 1915, for a copy of all letters,

telegrams, correspondence and pay-sheets in connection with, the repairs and other work
on the breakwater at Sandford, Yarmouth County, N.S., during the year 1914. Pre-
sented 18th March, 1915. — Mr. Law Not printed.

189. Return to an Order of the House of the 1st March, 1915, for a copy of all papers, letters,

pelitions and other documents relating to a mail contract with David D. Heard & Sons,
between Whitby and Grand Trunk Railway station, or with one John Gimblet, Whitby.'
Presented 19th March, 1915. — Mr. Pardee Not printed.

190. Copies of Reports of the Committee of the Privy Council, approved by His Royal High-

ness the Governor General, relating to certain advances made to the Canadian Northern
Railway Company and the Grand Trunk Pacific Railway Company, respectively,
together with copies of agreements made between the said companies and His Majesty!
Presented by Hon. Mr. White, 19th March, 1915 Not printed.

191. Return to an Order of the House of the 11th February, 1915, for a copy" of all tenders

received by the Post Office Department for the mail service between Caraquet and
Tracadie, Gloucester County, N.B., on the 15th /day of January last, with the names of
the tenderers, the respective amounts of the tenders, and the name of the new con-
tractor. Presented 19th March, 1915. — Mr. Turgeon Not printed.

5 George' V. Alphabetical Index to Sessional Papers. A. 1915

CONTENTS OF VOLUME 2$— Continued.

192. Return to an Order of the House of the 8th March, 1915, for a return showing: — 1. The

fractional areas of homestead lands or otherwise in the province of Saskatchewan sold
in the year 1914. 2. The name of the purchaser, and the price paid in each case.
Presented 22nd March, 1915. — Mr. Martin (Regina) Not printed.

193. Return to an Order of the House of the 25th February, 1915, for a return showing, in

reference to the answer to question No. 6 of 9th February, and answered 15th Feb-
ruary as per page 161 unrevised Hansard, the cost of furnishing the Government offices
in each of the said buildings. Presented 22nd March, 1915. — Mr. Turriff.

Not printed.

194. Return to an Order of the House of the 1st March, 1915, for a return showing the amount

of railway subsidies paid in the county of Inverness since 1896, to date, and the dates
on which such subsidies were paid. Presented 22nd March, 1915. — Mr. Chisholm
(Inverness) Not printed.

195. Return to an Order of the House of the 1st March, 1915, for a copy of all letters, papers,

telegrams and other documents relating to the purchase or lease of the railway from
New Glasgow to Thorburn, in the county of Pictou, known as the Vale Railway, from
the Acadia Coal Company, since January, 1911, to date. Presented 22nd March, 1915.
— Mr. Macdonald Not printed.

196. Return to an Order of the House of the 1st March, 1915, for a copy of all papers,

letters, telegrams, correspondence, contracts, etc., in connection with the sale of the
hay grown or the lease of certain tracts of land belonging to the Intercolonial Railway,
upon which hay is grown, and which are contiguous to the properties of Charles Lavoie,
Cleophas Leclerc and Joseph Parent of the Parish of Bic, county of Rimouski. Pre-
sented 22nd March, 1915. — Mr. Lapointe (Kamouraska) Not printed.

197. Return to an Order of the House of the 3rd March, 1915, for a copy of all letters, papers,

telegrams, evidence taken at investigations, reports and all other documents relating to
the suspension or other action in regard to the charge of drunkeness against Newton
Hopper, conductor on the Intercolonial Railway, and to his subsequent reinstatement.
Presented 22nd March, 1915. — Mr. Macdonald Not printed.

198. Return to an Order of the House of the 1st March, 1915, for a copy of all letters, tele-

grams and other papers relating to the dismissal of Bruce Wiswell, as sectionman on
the Intercolonial Railway at Stellarton, Nova Scotia. Presented 22nd March, 1915. —
Mr. Macdonald Not printed.

199. Return to an Order of the House of the 22nd February, 1915, for a return showing: —

1. The inward tonnage freight, and also the outward tonnage freight respectively, at
Loggieville station of the Intercolonial Railway for each month of 1914, and also for
the month of January, 1915. 2. The inward tonnage freight, and the outward tonnage
freight at Chatham station, on the Intercolonial Railway for each month of 1914, and
also for the month of January, 1915. 3. The inward tonnage freight, and the out-
ward tonnage freight at Newcastle station on the Intercolonial Railway for each
month of 1914, and also for the month of January, 1915. 4. The local and through
passenger traffic to and through each of the above stations, respectively, during each
of the months above mentioned. Presented 22nd March, 1915. — Mr. Loggie.

Not printed.

200. Return to an Order of the House of the 15th February, 1915, for a copy of all letters,

telegrams and correspondence had by Margaret Lynch, or any person representing her,'
with reference to the expropriation of certain land beolnging to the said Margaret
Lynch in the city of Fredericton, province of New Brunswick, by the Intercolonial Rail-
way, and also of all letters, telegrams and correspondence had with F. P. Gutelius or
any other official of the Intercolonial Railway with reference thereto. Presented 22nd
March, 1915. — Mr. Car veil Not printed.

201. Return to an Order of the House of the 3rd March, 1915, for a copy of all documents

bearing on the payment made to C. R. Scoles, New Carlisle, Quebec, in July, 1914, of
balance of subsidy voted to the Atlantic and Lake Superior Railway on the recom-
mendation of the Financial Comptroller. Presented 22nd March, 1915. — Mr. Marcil.

Not printed.

202. Return to an Order of the House of the 1st March, 1915, for a copy of all letters, tele-

grams, correspondence and reports relating to the purchase of the New Brunswick and
Prince Edward Island Railway, extending from Sackviile to Cape Tormentine, county
of Westmorland. Presented 22nd March, 1915. — Mr. Copp Not printed.

203. Return to an Order of the House of the 1st March, 1915, for a copy of the tariff on flour

shipments now in force on the Quebec, Oriental Railway and the Atlantic, Quebec and
Western Railway. Presented 22nd March, 1915. — Mr. Marcil Not printed.

5 Cieorge V. Alphabetical Index to Sessional Papers. A. 1915

CONTENTS OF VOLUME 28— Continued.

204. Return to an Order of the House of the 22nd February, 1915, for a copy of all petitions.

correspondence, complaints, reports and other documents relating to the dismissal of
Alfred H. Bonnyman, postmaster of Mattatall Lake, in the county of Colchester, N.S.
Presented 24th March, 1915. — Mr. Sinclair Not printed.

205. Return to an Address to His Royal Highness the Governor General, of the 1st March,

1915, for a copy of all correspondence, documents, charges, evidence, findings and
Orders in Council in reference to the dismissal of John Thomas, postmaster at Ham-
mond's Plain, Halifax County, N.S. Presented 24th March, 1915. — Mr. Maclean (Hali-
fax) Not printed.

205a- Supplementary Return to an Address to His Royal Highness the Governor General, of
the 1st March, 1915, for a copy of all correspondence, documents, charges, evidence,
findings and Orders in Council in reference to the dismissal of John Thomas, postmaster
at Hammond's Plain, Halifax County, N.S. Presented 8th April, 1915. — Mr. Maclean
(Halifax) Not printed.

206. Certified copy of a Report of the Committee ofthe Privy Council, approved by His Royar

Highness the Governor General, with reference to the question of providing adequate pen-
sionary assistance for officers and men disabled or partially disabled on active service
or for the dependents of such officers and men should they be killed on active service-
Presented by Sir Robert Borden, 24th March, 1915 Not printed.

207. Return to an Order of the House of the 8th March, 1915, for a return showing: — 1. From

how many firms or private individuals the Government, or any department of the
Government has ordered saddles since the 1st of July, 1914? 2. The names of these
firms? 3. How many saddles have been ordered from each firm? 4. How many saddle*
each firm has delivered up to date? 5. How many saddles each firm has yet to deliver?
6. The price each firm is receiving for these saddles? Presented 26th March, 1915. —
Mr. Murphy Not printed.

208. Return to an Order of the House of the 8th March, 1915, for a copy of all correspond-

ence, letters, telegrams and other documents relating to the dismissal of Mr. P. B.
Hurlbert, postmaster at Springdale, Yarmouth County, N.S., and the removal of the
office. Presented 30th March, 1915. — Mr. Law Not printed.

209 Return to an Order of the House of the 8th March, 1915, for a copy of all letters, peti-
tions, telegrams and correspondence between the Hon. L. P. Pclleticr, ex-Postmaster
General and any person or persons of the county of Levis, which during the month of
April, 1912, had any connection with the appointment of G. A. Marois to a position in
the customs office at Quebec, and the appointment of J. E. Gingras as postmaster of
St. Romuald and Etchemin. Presented 30th March, 1915. — Mr. Bourassa.

Not printed.

210. Return to an Order of the House of the 22nd February, 1915, for a copy of all letters,

telegrams, petitions and documents of all kinds in possession of the Post Office Depart-
ment, referring in any way to the conduct of the postmaster at Grand Etang since his
appointment until the present date. Presented 30th March, 1915. — Mr. Chisholm (Inver-
ness) Not printed.

211. Return to an Order of the House of the 1st March, 1915, for a copy of all telegrams,

letters, papers, documents, evidence and reports, in connection with the dismissal of
Charles H. Marshall as postmaster at Nanton, Alberta. Presented 30th March, 1915. —
Mr. Warwick Not printed.

212. Return to an Order of the House of the 1st March, 1915, for a copy of the report of the

officer in charge of the lobster hatchery at Port Daniel West, and of the report of
the inspection thereof for the season 1914. Presented 31st March, 1915. — Mr. MarciU

Not printed.

213. Return to an Order of the House of the 24th February, 1915, for a copy of all corre-

spondence, petitions, documents, etc., in connection with a petition of Donald Williams
and others in respect to the regulation offish traps in Green Harbour and vicinity. Pre-
sented 31st March, 1915. — Mr. Laio Not printed.

214. Return to an Order of the House of the 9th February, 1915, for a copy of all correspond-

ence, petitions, departmental recommendations and other papers and documents in the
Department of Marine and Fisheries relating to the definition of a " coasting voyage,"
as defined in the Canada Shipping Act since the revision of the statutes in 1886. Pre-
sented 1st April, 1915. — Mr. Sinclair Not printed.

215. Return to an Order of the House of the 1st March, 1915, for a copy of all advertisements,

tenders, contracts, vouchers, letters, documents, etc., relating to the establishment of
the ferry service between the City of Halifax and Dartmouth, N.S., for the employees
of the Marine and Fisheries Department at Halifax, N.S. Presented 1st April, 1915. —
Mr. Maclean (Halifax) Not printed.

5 George V. Alphabetical Index to Sessional Papers. A. 1915

CONTENTS OF VOLUM: 28— Continued.

216. Return to an Order of the House of the 24th February, 1915, for a copy of all pay-rolls,

vouchers in detail, correspondence and all other documents in connection with the fol-
lowing public wharves in Shelburne ; breakwater or wharf at East Green Harbour ; shed
on public wharf at Shelburne, and repairs to Gunning Cove wharf. Presented 1st
April, 1915. — Mr. Law Not printed.

217. Return to an Order of the House of the 22nd February, 1915, for a return showing: — 1.

What properties have been acquired by the Government in the city of Regina since
21st September, 1911? 2. The descriptions of such properties by 'metes and bounds?
3. For what purposes such properties were acquired? 4. From whom such properties
were purchased? 5. The total price and the price per foot paid for each property. 6.
If any such property was acquired by expropriation, what tribunal determined the price
to be paid for any property so expropriated. 7. The dates on which any such prop-
erties were acquired. Presented 1st April, 1915. — Mr. Martin (Regina) . .Not printed.

218. Return to an Order of the House of the 11th February, 1915, for a copy of all papers,

letters, telegrams, etc., concerning the purchase of the property known as the Carslake
Hotel, in Montreal, lor post oilice purposes. Presented 1st April, 1915. — Mr. Lemieux.

Not printed.

219. Return to an Address to His Royal Highness the Governor General, of the 1st March,

1915, for a copy of all letters, telegrams, reports, recommendations, Orders in Council,
pay-rolls, list of expenditures, names of foremen and superintendents, and all other
documents whatsoever relating to or in anywise appertaining to the erection and main-
taining of breakwaters at Phinney's Cove and Young's Cove, county of Annapolis. Pre-
sented 1st April, 1915. — Mr. Macdonald Not printed.

220. Return to an Order of the House of the 24th February. 1915, for a copy of all corre-

spondence, petitions and documents since the 31st of October, 1912, relating in any way
whatever to the proposed public wharf at Lower Wood Harbour. Presented 1st April,
1915. — Mr. Law • Not printed.

221. Return to an Order of the House of the 1st March, 1915, for a copy of all advertisements,

tenders, accounts, vouchers, letters, documents and correspondence relating to the con-
struction of an extension to the breakwater at Prospect, Halifax County, N.S. Pre-
sented 1st April, 1915. — Mr. Maclean {Halifax) Not printed.

222. Return to an Order of the House of the 1st March, 1915, for a copy of all telegrams,

letters, petitions, reports, recommendations and documents of all kinds in any way
referring to the purchase of a site for a public building at Port Hawkesbury, and also
referring in any way to the erection of a public building thereon. Presented 1st April,
1915. — Mr. Chisholm (Inverness) Not printed.

223. Return to an Order of the House of the 8th March, 1915, for a return showing all

amounts of money expended upon public works in the counties of Wright, Pontiac and
Labelle from October, 1911, to date. Presented 1st April, 1915. — Mr. Devlin.

A' of printed.

224. Return to an Order of the House of the 17th March, 1915, for a copy of the pay-sheet

for the month of October, 1914, in connection with repairs to the breakwater at Ship-
pigan Gully, Gloucester County, N.B. Presented 1st April, 1915. — Mr. Turgcon.

Not printed.

225. Return to an Order of the House of the 8th March, 1915, for a return showing: — 1. From

how many firms or private individuals the Government, or any department of the
Government, has ordered bicycles since the 1st of July, 1914? 2. The names of these
firms? 3. How many bicycles have been ordered from each firm? 4. How many
each firm has delivered up to date? 5. How many each firm has yet to deliver? 6.
The price each firm is receiving for these bicycles. Presented 1st April, 1915. — Mr.
Kyle Not printed.

226. Return to an Order of the House of the 22nd February, 1915, for a return showing the

names and addresses of all Fenian Raid Veterans in the county of Inverness who have
been paid the Fenian Raid Bounty, the names and addresses of those who have not
been paid, and the names and addresses of those whose applications have been refused.
Presented 1st April, 1915. — Mr. Chisholm (Inverness) Not printed.

227. Return to an Order of the House of the 8th March, 1915, for a return showing: — 1. From

how many firms or private individuals the Government, or any department of the Gov-
ernment, has ordered motor cycles since the 1st of July, 1914? 2. The names of these
firms? 3. How many motor cycles have been ordered from each firm? 4. How many
each firm has delivered up to date? 5. How many each firm has yet to deliver? *6.
The price each firm is receiving for these motor cycles? Presented 1st April, 1915.
Mr. Chisholm (Antigonish) Not printed.

George V. Alphabetical Index to Sessional Papers. A. 1915

CONTENTS OF V0I7TME 28— Continued.

228. Return to an Address to His Royal Highness the Governor General of the 19th February,

1915, for a copy of all Orders in Council, letters and telegrams exchanged between the
Dominion Government and the several provinces, concerning the proposed transfer of
fisheries in tidal waters from the Provincial to the Federal control. Presented 1st
April, 1915. — Mr. Lemieux Not printed.

229. Return to an Order of the House of the 4th March, 1915, for a copy of all correspond-

ence exchanged between the Government of Canada, or any minister or official thereof,
in regard to the control of fisheries in Quebec province, as well as of all documents
bearing on that question, together with a list of licenses granted by either Governments
for the present year. Presented 1st April, 1915. — Mr. Marcil Not printed.

230. Return to an Order of the House of the 24th February, 1915, for a copy of all corre-

spondence, letters, telegrams and petitions relating to the appointment of Alfred Bishop
as farm foreman, or in any other capacity at the experimental station at Kentville,
Nova Scotia. Presented 1st April, 1915. — Mr. Kyte Not printed.

231. Return to an Address of the 10th March, 1915, showing copies of all correspondence, tele-

grams and documents exchanged between the Department of Marine and Fisheries and
the Minister of the Naval Service and the Department of Colonization, Mines and Fish-
eries of the province of Quebec, relating to the rescinding of the prohibition of net
fishing in the waters of the Lakes of Two Mountains, St. Francis and St. Louis, as per
Order in Council (197) passed in Ottawa, Thursday, 28th day of January, 1915. —
Senate) Not printed.

232. Return to an Order of the House of the 1st March, 1915, for a copy of all papers, letters,

petitions and other documents relating to the establishment of a rural mail route from
River John to Hedgeville, county of Pictou. Presented 3rd April, 1915. — Mr. Macdonald.

Not printed.

233. A communication from the Consul General of Belgium in Canada, respecting the protest

of the Belgium Government against the contention of the German Chancery that as
far back as in 1906, Belgium had broken her own neutrality by the conclusion of an
agreement with Great Britain. Presented by Sir Robert Borden, 5th April, 1915.

Printed for sessional papers.

234. Return to an Address of the Senate dated 11th March, 1915, showing: — 1. How much

wheat, oats and barley has the Dominion Government purchased in 1914 for seed to be
distributed in the West, giving the amount of each kind? 2. Where is said grain
stored, and what rate of storage is the Government paying on same? 3. How much
did the Government pay per bushel for oats, barley and wheat, purchased for said
provinces, and when was said grain purchased? 4. Have they given a contract for
cleaning said grain, and to whom, and at what price? — (Senate) Not printed.

235. Return to an Order of the Senate dated- the 18th March, 1915, that an Order of the

Senate do issue for : — 1. A return showing the results per grade of all grain in each
of the terminal elevators at Fort William and Port Arthur at the annual weigh-up for
each of the years 1912, 1913 and 1914. 2. A return showing the balances whether
overages or shortages in each grade in each elevator for each of the said years. 3. A
return showing the net result of the three years operations of each of said elevators
in overages or shortages in each grade. — (Senate) Not printed.

236. Return to an Order of the House of the 8th March, 1915, for a return showing: — 1. The

quantity of spirituous liquors, proof gallons, including ale, wines and beers, taken out
of bond between 6th August and 21st August, 1914, at each port of the Dominion. 2.
The quantity of cigars, cigarettes and tobacco taken out of bond between the above
mentioned dates at each port of the Dominion. Presented 7th April, 1915. — Mr.
Hughes (Kings, P.E.I.) Not printed.

237. Return to an Order of the House of the 8th March, 1915, for a return showing: — 1. From

how many firms or private individuals the Government, or any department of the Gov-
ernment, has ordered forage caps since the 1st of July, 1914? 2. The names of these
firms? 3. How many forage caps have been ordered from each firm? 4. How many
each firm has delivered to date? 5. How many each firm has yet to deliver? 6. The
price each firm is receiving for these forage caps? Presented 7th April, 1915. — Mr.
Murphy Not' printed.

238. Return to an Order of the House of the 11th March, 1915, for a copy of the report of

Dr. Wm. Wakeham, on the extent of the losses sustained in the Baie des Chaleurs and
Gulf of St. Lawrence in the storm of 5th June, 1914, together with a statement show-
ing the number of claims received and those entertained, with names of claimants and
their residence, and the amounts paid to each, together with a copy of other documents
bearing on this question. Presented 7th April, 1915. — Mr. Marcil Not printed.

5 George V. Alphabetical Index to Sessional Papers. A. 1915

CONTENTS OF VOLUME 28— Continued.

239. Return to an Address to His Royal Highness the Governor General, of the 23rd Feb-

ruary, 1915, for a copy of all letters, telegrams, reports, recommendations, Orders in
Council and all other documents and papers in connection with rewards to the officers
and crews of steamers John L. Cann and Westport III, for their heroic efforts in sav-
ing the passengers and crews of ss. Cobequid, wrecked on Trinity Lodge, 13th January,
1914. Presented 7th April, 1915. — Mr. Law Not printed.

240. Return to an Order of the House of the 29th March, 1915, for a copy of all documents,

letters, telegrams, reports, etc., relating to the dismissal of Alexandre Blais, of the city
of Levis, from the position of customs officer at Bradore Bay, and the appointment of
his successor or successors. Presented 7th April, 1915. — Mr. Bourassa. . . .Not printed.

241. A Return to an Address of the Senate dated 18th March, 1915, for: — 1. A return showing

all appointments to the Civil Service, Department of the Interior, in that area con-
tained in the present constituencies of Medicine Hat and Macleod, giving names, date
of appointment, how appointed, and salaries from the year 1896 to the present date.
2. Also, all vacancies by death, resignation or dismissal, giving name, date, length of
service and cause of dismissal in the same area and during the same period.— (Senate).

Not printed.

242. Return to an Order of the House of the 1st March, 1915, for a copy of charges made

against J. Herbert Sweetman, customs officer at Port Daniel Centre, Quebec, which
brought about his dismissal ; and also of charges against Velson Horie, lighthouse
keeper at Port Daniel West, Quebec, which brought about his dismissal. Presented
8th April, 1915. — Mr. Marcil (Bonaventure) Not printed.

243- Return to an Order of the House of the 22nd February, 1915, for a copy of all corre-
spondence, recommendations, petitions, contracts, tenders and other papers and docu-
ments in any way connected with the letting of the contract for carrying the mails
between Guysborough and Erinville, N.S. Presented 8th April, 1915. — Mr. Sinclair.

Not printed.

244. Return to an Order of the House of the 10th March, 1915, for a copy of all reports, peti-

tions, letters, telegrams and other documents in connection with the dismissal of W. M.
Thomson from the postmastership at Fort Qu'Appelle, and of any petition or petitions
for his reinstatement, and of all correspondence in connection therewith. Presented
8th April, 1915. — Mr. Thomson {Qu'Appelle) Not printed.

245. Return to an Order of the House of the 22nd March, 1915, for a copy of all letters, tele-

grams, correspondence and petitions received in the Post Office Department, in any
way referring to the calling of tenders for the Antigonish-Sherbrooke mail service,
which tenders were opened or due at the Post Office Department on the 11th December
last ; and of all representations or requests, recommending or suggesting that new
tenders should be invited as was done early in February last. Presented 8th April, 1915.
— Mr. Chisholm {Inverness) 2Vot printed.

£46. Return to an Order of the House of the 3rd March, 1915, for a copy of all letters, tele-
grams, papers and other documents in regard to a proposed rural mail delivery service
between Pictou and Saltsprings, Pictou county, and as to the arrangements for the
existing service between those points. Presented 8th April, 1915. — Mr. Macdonald.

Not printed.

247. Return to an Address of His Royal Highness the Governor General, of the 1st March,

1915, for a copy of all letters, telegrams, reports, recommendations, Orders in Council]
and all other documents and papers whatsoever relating to or in any wise connected
with the establishment of rural mail routes and deliveries from Bridgetown to Gran-
ville Ferry, county of Annapolis, and especially of all letters, telegrams, reports, recom-
mendations and documents relating to the closing of the post offices at Belleisle, Upper
Granville, and the establishment of the post office at Granville Centre, all in the county
of Annapolis. Presented 8th April, 1915. — Mr. Macdonald Not printed.

248. Return to an Order of the House of the 22nd February, 1915, for a copy of all telegrams,

letters, reports, petitions and all other documents in any way referring to the proposed
line of railway from Orangedale to Chetieamp. Presented 9th April, 1915. Mr Chis-
holm (Inverness) Not printed_

249. Return to an Order of the House of the 11th March, 1915, for a copy of all documents,

investigations, reports, correspondence, etc., relating to the burning of certain buildings
Delonging to the Trois Pistoles Pulp and Lumber Company and to Andre Leblond, near
Tobin station, on the Intercolonial Railway. Presented 9th April, 1915. — Mr. La'pointe
(Kamouraska) Not printed.

250. Return to an Order of the House of the 18th March, 1915, for a return showing* the

names of all officials, assistants and clerks, employed in the railway offices at Moncton,
N.B., and the salary paid to each ; also the names of officials formerly employed in said
offices who have been retired on superannuation allowance, and the amount of retiring
allowance being paid to each. Presented 9th April, 1915. — Mr. Copp.. ..Not printed.

79240—3 33

5 George V. Alphabetical Index to Sessional Papers. A. 191 5>

CONTENTS OF VOLUME 28— Continued.

251. Return to an Order of the House of the 24th March, 1915, for a return showing the names

of all persons from whom lands have been purchased, the quantity of land so acquired,
and the amount paid therefor, in connection with the Dartmouth and Dean's Post Office
Branch of the Intercolonial Railway since the date of return numbered 128 made to
Parliament at the last regular session thereof. Presented 9th April, 1915. — Mr. Maclean
{Halifax) Not printed.

252. Return to an Address to His Royal Highness the Governor General of the 17th March,

1915, for a copy of all correspondence, letters, Orders in Council, agreements, etc., in

reference to the leasing or transfer of the Windsor Branch of the Intercolonial Railway

to the Canadian Pacific Railway. Presented 9th April, 1915. — Mr. Maclean (Halifax).

, Not printed.

253. Return to an Order of the House of the 22nd February, 1915, for a copy of all petitions,

correspondence, reports of engineers or other persons in the possession of the Depart-
ment of Railways and Canals relating to the construction of a railway in the county
of Guysborough, N.S. Presented 9th April, 1915. — Mr. Sinclair Not printed.

254. Return to an Order of the House of the 10th March, 1915, for a copy of all letters and

correspondence, between D. McDonald, superintendent of the Intercolonial, at Levis,
P. Brady, general superintendent at Moncton, or any other official of the said Inter-
colonial Railway and Theophile Belanger, commercial traveller of the city of Mont-
real, concerning certain claims made by the said Theophile Belanger for delay of
baggage in transportation between Drummondville and Matapedia, in May, 1913, also
all reports made bearing upon such claims against the said Intercolonial Railway. Pre-
sented 9th April, 1915. — Mr. Ethier Not printed.

255. Return to an Order of the House of the 15th February, 1915, for a copy of all letters,

telegrams, minutes of investigation and other documents relating to the dismissal of
Isaac Arbuckle, foreman carpenter Intercolonial Railway at Pictou, and of appointment
of Alex. Talbot to the vacancy. * Presented 9th April, 1915. — Mr. Macdonald.

Not printed.

256. Return to an Order of the House of the 15th February, 1915, for a copy of all correspond-

ence letters, telegrams, by any and all persons whomsoever, had with the Department
of Railways and Canals, or F. P. Gutelius, general manager of the Intrcolonial Rail-
way, or any other official thereof, with reference to freight rates over that portion of
the Transcontinental Railway, province of New Brunswick, and also with reference to
the removal of the Y connection at Wapski, county of Victoria, between the said
Transcontinental Railway and the Canadian Pacific Railway at that point. Presented
9th April, 1915. — Mr. Carvell Not printed.

257. Return to an Order of the House of the 15th February, 1915, for a copy of all letters,

telegrams, correspondence, contracts, and other documents relating to the operation of
the St. John Valley Railway, so called, by the Intercolonial Railway, since the first day
of July last past, and of all letters, correspondence, etc., had either with the Department
of Railways and Canals, or with F. P. Gutelius, or any other official of the Intercolonial
Railway. Presented 9th April, 1915. — Mr. Carvell Not printed.

258. Return to an Order of the House of the 1st March, 1915, for a copy of all petitions,

memorials, letters, telegrams, communications and reports regarding the construction
of a roadway to the new public wharf at Sackville, N.BM and also In regard to the
building of a spur line or siding from the Intercolonial Railway at Sackville to said
wharf. Presented 9th April, 1915. — Mr. Copp Not printed.

259. Return to an Order of the House of the 15th March, 1915, for a copy of all correspond-

ence passing between any department of the Government and any official of the Gov-
ernment, or any other person, with respect to the placing of settlers on homesteads in
the Duck Mountains Timber Reserve, and also of the evidence taken by Inspector
Cuttle, of the Department of the Interior, in an investigation held by the said inspector
with respect to the granting of entries for homesteads on the said timber reserve. Pre-
sented 9th April, 1915. — Mr. Martin (Regina) Not printed.

260. Return to an Order of the House of the 8th March, 1915, for a return showing: — 1. From

how many firms or private individuals the Government, or any department of the Gov-
ernment, has ordered flannel shirts since the 1st of July, 1914? 2. The names of these
firms? 3. How many flannel shirts have been ordered from each firm? 4. How many
each firm has delivered up to date? 5. How many each firm has yet to deliver? 6.

The price each firm is receiving for these flannel shirts? Presented 9th April, 1915.

Mr. Cm-roll Not printed.

260a. Return to an Order of the House of the 8th March, 1915, for a return showing: — 1.
From how many firms or private individuals the Government, or any department of the
Government, has ordered cotton shirts since the 1st of July, 1914? 2. The names of
tfhese firms? 3. How many cotton shirts have been ordered from each firm? 4. How
many each firm has delivered up to date? 5. How many each firm has yet to deliver?
6. The price each firm is receiving for these cotton shirts? Presented 9th April, 1915.

— Mr. Chisholm (Antigonish) Not printed

5 George V. Alphabetical Index to Sessional Papers. A. 1915

CONTENTS OF VOLUME 28— Continued.

260&. Return to an Order of the House of the 8th March, 1915, for a return showing: — 1.
From how many firms or private individuals the Government or any department of the
Government, has ordered service shirts since the 1st of July, 1914? 2 The names of
these firms? 3. How many service shirts have been ordered from each firm? 4. How
many each firm has delivered up to date? 5. How many each firm has yet to deliver?
6. The price each firm is receiving for these service shirts? Presented 10th April,
1915. — Mr. Carroll .Not printed.

260c Return to an Order of the House of the 8th March, 1915, for a return showing: — 1.
From how many firms or private individuals the Government or any department of the
Government, has ordered winter shirts since the 1st of July, 1914? 2. The names of
these firms? 3. How many winter shirts have been ordered from each firm? 4. How
many each firm has delivered up to date? 5. How many each firm has yet to deliver?
6. The price each firm is receiving for these winter shirts? Presented 12th April, 1915.
Mr. McKenzie Not printed.

261. Return to an Order of the House of the 11th March, 1915, for a return showing: — 1.

What medical supplies or other materials have been purchased since 1st A- gust, 1914,
by the Government, or any department of the Government, from Mr. T. A. Brownlee,
of Ottawa? 2. The quantities of goods purchased from him and the prices paid? 3.
Whether the Government, or any? department of the Government, prepared a schedule
of rates tos how what constitutes a fair and reasonable price for such goods purchased?
4. If so, if a careful check was made sto see that a fair and reasonable price was
charged? 5. The total value of the goods delivered up to date? 6. The total value
of the goods which have been ordered from Mr. T. A. Brownlee, but which to this date
have not been delivered? Presented 9th April, 1915. — Mr. Kyle. Not printed.

262. Return to an Order of the House of the 8th March, 1915, for a return showing: — 1. From

how many firms or private individuals the Government, or any department of the Gov-
ernment, has ordered kit bags since the 31st of July, 1914? 2. The names of these
firms? 3. How many kit bags have been ordered from each firm? 4. How many each
firm has delivered up to date? 5. How many each firm has yet to deliver? 6. The
price each firm is receiving for these kit bags? Presented 9th April, 1915. — Mr. Kyte.

Not printed.

263. Return to an Order of the House of the 11th March, 1915, for a return showing: — 1.

What medical supplies or other materials have been purchased since 1st August, 1914,
by the Government, or any department of the Government, from Mr. S. J, Stevenson,
or the Waverley Pharmacy? 2. The quantities of goods purchased from him and the
prices paid? 3. Whether the Government, or any department of the Government, pre-
pared a schedule of rates to show what constitutes a fair and reasonable price for such
goods purchased? 4. If so, if a careful check was made to see that a fair and reason-
able price was charged? 5. The total value of the goods delivered by Mr Stevenson,
or Waverley Pharmacy, up to date? 6. The total value of the goods which have been
ordered from Mr. S. J. Stevenson, or Waverley Pharmacy, but which to this date have
not been delivered? Presented 9th April, 1915. — Mr. Chisholm (Antigonish).

Not printed.

264. Return to an Order of the House of the 8th March, 1915, for a return showing: — 1. From

how many firms or private individuals the Government, or any department of the Gov-
ernment, has ordered suits of underwear since the 1st July, 1914? 2. The names of these
firms? 3. How many suits of underwear have been ordered from each firm? 4. How
many each firm has delivered up to date? 5. How many each firm has yet to deliver?
6. The price each firm is receiving for these suits of underwear? Presented 9th April,
1915. — Mr. Law Not printed,

265. Return to an Order of the House of the 11th March, 1915, for a return showing: — 1.

What medical supplies or other materials have been purchased since 1st August, 1914,
by the Government, or any department of the Government, from Mr. W. B. McDonald,
of Ottawa? 2. The quantities of goods purchased from him and the prices paid? 3.
Whether the Government, or any department of the Government, prepared a schedule
of rates to show what constitutes a fair and reasonable price for such goods purchased?
4. If so, if a careful check was made to see that a fair and reasonable price was
charged? 5. The total value of the goods delivered by Mr. McDonald up to date? 6.
The total value of the goods which have been ordered from Mr. McDonald, but which
to this date have not been delivered? Presented 9th April, 1915. — Mr. Carroll.

Not printed.

266. Report of Thomas R. Ferguson, commissioner appointed to investigate matters pertaining

to the Blood Indian Reserve and the acquisition of certain Indian lands by Messrs.
James A. Smart, Frank Pedley and William J. White, together with the evidence taken
in the said investigation. Presented by Hon. Mr. Coderre, 10th April, 1915.

Not printed.

George V. Alphabetical Index to Sessional Papers. A. 1915

CONTENTS OF VOLUME 28— Continued.

267. Return to an Order of the House of the 17th March, 1915, for a copy of all petitions,
letters, documents, etc., between persons in the province of Nova Scotia and the Depart-
ment of Trade and Commerce since 1st August last, with regard to Atlantic ocean
freight rates on subsidized steamers or otherwise. Presented 10th April, 1915. — Mr.
Maclean (Halifax) Not printed.

288. Return to an Order of the House of the 22nd February, 1915, for a copy of the report
of investigation held about 1st June, 1914, by T. R. Ferguson, as special commissioner,
into the allotment of homesteads on the area cut out of the Riding Mountain Forest
Reserve in the year 1908 or about that time. Presented 10th April, 1915. — Mr. Cruise.

Not printed.

269. Copy of Order in Council dated 6th April, 1915. — Regulations in respect to steam trawlers

clearing from ports on the Atlantic seaboard of Canada. Presented by Hon. Mr. Hazen,
10th April, 1915 Not printed.

270. Return to an Order of the House of the 15th February, 1915, for a copy of all tenders in

connection with the supply of lumber to the Department of Militia for the training
camps at Medicine Hat and Calgary, and of the invoices for the material supplied.
Presented 12th April, 1915. — Mr. Buchanan Not printed.

271. Return to an Order of the House of the 17th March, 1915, for a copy of all correspond-

ence and reports relating to the purchase of 25,000 shovels of special pattern, men-
tioned in Order in Council P.C. 2302, dated 4th September, 1914, on page 38 of memo-
randa respecting work of the Department of Militia and Defence, and also relating to
any furth<*" purchases of such shovels. Presented 12th April, 1915. — Mr. Hughes
(Kings. P.E.I.) Not printed.

272. Return to an Order of the House of the loth March, 1915, for a return showing the

names of the persons who bought the horses which were sold by auction at Valcartier
camp, giving the price paid for each horse. Presented 12th April, 1915. — Mr. Kay.

i\rot printed.

273. Return to an Order of the House of the 24th February, 1915, for a return showing: — 1.

If the Government ever leased any land at or near Shelburne, Nova Scotia, known as
the Barracks property, to the town of Shelburne? 2. If, so, at what rental, and for
how long? 3. If said lease is now in force? 4. If the Government has sold any of
the standing timber on this property? 5. If so, when, to whom, and at what price?
6. How long the purchaser has to remove it? 7. What is the minimum size at the
stump sold? 8. If the Government has ever had the property cruised by competent
timber cruiser? 9. K so, by whom, and when? 10. If the timber on said property
was advertised for sale, and if tenders were asked for, or any opportunity afforded to
other prospective buyers to bid for this timber? 11. If any other offers were received?
12. If the town of Shelburne was notified before the sale took place. If so, on what
date? 13. How much timber the Government estimates to be on this property? 14.
What steps the Government intends to take to compute the quantity of timber cut from
this property? 15. If the Government is aware that timber is now being cut from this
property by a person or firm who are cutting timber from private property adjoining
said Barracks property? 16. What steps are being taken by the Government to be
sure that in this case the logs are kept separate from those coming from the adjoining
lot, for the purpose of having accurate count and scale? 17. If the Government will
bring down a copy of all correspondence, cruisers reports and contracts in relation to
the sale of this timber? Presented 12th April, 1915. — Mr. Law Not printed.

274. Return to an Address to His Royal Highness the Governor General, of the 11th February,

1915, for a copy of all correspondence, telegrams, Orders in Council, petitions and any
other documents in connection with. the removal of Edward N. Higinbotham from the
position of postmaster at Lethbridge, Alberta. Presented 13th April, 1915. — Mr.
Buchanan Not printed.

275. Return to an Order of the House of the 10th March, 1915, for a copy of all petitions,

correspondence and other documents in connection with, the dismissal of Emile Cyr,
postmaster at St. Hermas, county of Two fountains. Presented 13th April, 1915. —
Mr. Ethier Not printed.

276. Return to an Order of the House of the 7th April, 1915, for a return showing: — 1. Who

the mail carriers are for the rural mail in the counties of Chicoutimi and Saguenay?
2. The salary of each such mail carrier, and the trip that each has to make? 3. Who
the mail carriers are for the rural mails in the parishes of St. Prime and St. Douis de
Metabetchouan, and their respective salaries? Presented 13th April, 1915. — Mr.
Lapointe (Kamouraska) Not printed.

277. Return to an Order of the House of the 29th March, 1915, for a copy of all documents,

letters, telegrams, testimonials, reports, etc., relating to the claim of Telesphore Paradis,
of the city of Levis, arising from the burning of his wharf and mills which were set
en fire by a locomotive of the Intercolonial Railway. Presented 13th April, 1915. —
Mr. Bourassa Not printed.

George Y. Alphabetical Index to Sessional Papers. A. ldli

CONTENTS OF VOLUME 28— Continued.

278. Return to an Order of the House of the 8th April, 1915, for a return showing: — 1. The

number of employees connected with the administration of the Three Rivers post office
on the 21st September, 1911, and the annual amount paid in salaries at that date for
such service. 2. The number of employees connected with the administration of the
Three Rivers post office at the present date, and the amount of the annual salaries paid
for such service. 3. The number of employees in the Customs Department for Three
Rivers on the 21st September, 1911, and the amount of the annual salaries paid for
such service. 4. The number of employees in the Customs Department for Three Rive; s
at the present date, and the annual amount of the salaries paid for such service. ',.
The number of employees in the Inland Revenue Department for the district of Three
Rivers on the 21st September, 1911, and the annual amount of salaries paid for such
service. 6. The number of employees at the present date in the Inland Revenue
Department for the district of Three Rivers, and the amount of the annual salaries
paid for such service. 7. The number of employees, and the amount paid in salaries
for the works on the St. Maurice, in the county of Champlain, during the year 1911-12.
8. The number of employees, and the amount of salaries paid per year for the works
on the St. Maurice, in the county of Champlain, since 1911-12. 9. If the employees
whose names follow, were dismissed on the 26th and 27th November, 1914, and the
4th and 5th January, 1915 ; Wilde Lavalee, Pierre Thicierge, Joseph Paquin, sr.,
Joseph Paquin, jr., Athanase Gelinas, clerks. 10. If so, at whose request, and for what
reasons. 11. If those days were taken off the salaries of such employees. Presented
13th April, 1915. — Mr. Bureau Not printed.

279. Return to an Order of the House of the 4th March, 1915, for a copy of all documents

bearing on the removal of the salmon retaining pond from Flat Lands to New Mills,
N.B., and of all reports on the operations thereof, with a detailed statement of outlay
and cost of removal, installation and operation. Presented 13th April, 1915. — Mr.
Marcil Not printed.

280. Return to an Address to His Royal Highness the Governor General of the 3rd February,

1913, for a copy of all Orders in Council, letters, telegrams, reports, petitions and other
papers and documents in the possession of the Department of Marine and Fisheries., or
any department of the Government, relating to the granting of licenses to pack lobsters,
and bearing date between 1st January, 1912, and 25th January, 1913. Presented 13th
April, 1915. — Mr. Sinclair Xot printed.

281. Report of Thomas R. Ferguson, K.C., commissioner appointed to investigate into all

matters relating to, or connected with, the application for (although such application
may not have been granted, or may still be pending) the sale, lease, grant, exchange,
or other disposition by any means whatsoever, since the first day of July, 1896, of: —
(a) Dominion Lands; (b) Timber and mineral lands and mining rights and privileges,
including coal, petroleum, and gas lands and rights and irrigation tracts or lands, and
the cutting of timber upon Government lands; (c) Water-power and rights; (d)
Indian Lands and Indian Reserves : under authority or purporting to be under the
authority of the Dominion Lands Acts, and Irrigation Act, or other statutes of the
Parliament of Canada, and the acts or proceedings of any person or corporation in
relation to the matters foresaid. Presented by Hon. Mr. Coderre, 13th April, 1915.

Not printed.

282. Report and evidence upon the matter known as: "Timber Berths 550 J and 528, Howard

Douglas, R. E. A. Leech, D. J. McDonald, and others." Presented by Hon. Mr. Coderre,
13th April, 1915 Not printed.

283. Report and evidence upon the matter known as : " The Kananaskis Coal Company,

Limited, Howard Douglas, George E. Hunter, Walter Garrett, and others." Presented
by Hon. Mr. Coderre, 13th April, 1915 Not printed.

284. Report and evidence upon the matter known as : " Blood Indian Reserve and Frank

Pedley." Presented by Hon. Mr. Coderre, 13th April, 1915 Not printed.

285. Report and evidence upon the matter known as : " Southern Alberta Land Company,

Limited, and Grand Forks Cattle Company, J. D. McGregor, Arthur Hitchcock, and
others." Presented by Hon. Mr. Coderre, 13th April, 1915 Not printed.

286. Report and evidence upon the matter known as : " The Bulletin Company, Limited, the

Honourable Frank Oliver, and the Grand Trunk Pacific Railway Company." Presented
by Hon. Mr. Coderre, 13th April, 1915 « Not printed.

287. Report and evidence upon the matter known as : " Aylwin Irrigation Tract, E. A. Robert

and J. D. McGregor." Presented by Hon. Mr. Coderre, 13th April, 1915... Not printed.

288. Report and evidence upon the matter known as: "Timber Borths 1107 and 1108, W. H.

Nolan, A. W. Fraser, and J. G. Turiff." Presented by Hon. Mr. Coderre, 13th April,
1915 Not printed'.

5 George V. Alphabetical Index to Sessional Papers. A. 1915

CONTENTS OF VOLUME 28— Continued.

289. Report and evidence upon the matter known as: "Grazing Ranch No. 2422, J. G. Turriff,

A. J. Adamson, and J. D. McGregor." Presented by Hon. Mr. Coderre, 13th April,
1915 Not printed.

290. Report and evidence upon the matter known as : " Craven Dam, Walter Scott, Lieutenant-

Governor Brown, and J. G. Turriff." Presented by Hon. Mr. Coderre, 13th April, 1915.

Not printed.

291. Certified copies of Reports of the Committee of the Privy Council No. P.C. 1109 and No.

P.C. 1589, approved by His Excellency the Administrator on the 10th May, 1913, and
27th June, 1913, respectively, in respect to the appointment of Thomas R. Ferguson,
K.C., as commissioner to investigate and report upon all matters connected with the
disposition by any means whatsoever, since the first day of July, 1896, of: — (a)
Dominion Lands; (b) Timber and mineral lands and mining rights and privileges,
including coal, petroleum, and gas lands and rights and irrigation tracts or lands, and
the cutting of timber upon Government- lands ; (c) Water-power and rights, (d)
Indian Lands and Indian Reserves. Presented by Sir Robert Borden, 13th April, 1915.

Not printed.

292. Return to an Order of the House of the 11th March, 1915, for a copy of all charges,

correspondence, letters, telegrams and other documents relative to the dismissal of
Joseph Day, at Little Bras D'Or, in the riding of North Cape Breton and Victoria, and
of the evidence taken and reports of the investigation held by H. B. Duchemin, in
regard to same, with a detailed statement of expenses of such investigation. Presented
14th April, 1915. — Mr. McKenzie Not pHnted.

293. A Return to an Order of the Senate, dated 30th March, 1915, for a return giving the

names of the trust companies up to the present date who have complied with the
requirements of Clause 69 of the Trust Companies Act, 1914, and any correspondence
connected therewith. — {Senate) Not printed.

294. Report of R. A. Pringle, K.C., commissioner appointed to investigate into charges of

corruption and fraud in relation to contracts for the building of certain drill halls in
the province of Ontario, together with the evidence taken at the said inquiry. Pre-
sented by Sir Robert Borden, 14th April, 1915 Not printed.

295. Return to an Order of the House of the 1st March, 1915 : — 1. For a full statement and

description of all lands taken possession of by the Government for the camp at Val-
cartier. 2. For copies of all titles of the Government to the same, whether by expro-
priation, purchase or otherwise. 3. For a specified statement of all amounts claimed
and still unpaid whether for land or damages. 4. For a specified account of all
amounts paid up to date either for land or damages. Presented 15th April, 1915. —
Sir Wilfrid Laurier .' Not printed.

296. A return to an Address to His Royal Highness the Governor General : — 1. A return

showing all appointments to the customs in that area contained in the present con-
stituencies of Medicine Hat and Macleod, giving names, date of appointment, how
appointed and salaries, from the year 1896 to the present date. 2. Also, all vacancies
by death, resignation or dismissal, giving name, date, length of service and cause of
dismissal in the same area and during the same period. — (Senate) Not printed.

$97. Return to an Address to His Royal Highness the Governor General ; praying that His
Royal Highness will cause to be laid before the Senate copies of all letters between
the Minister of Marine and Fisheries or his department and the fishery overseer at
Baker Lake, in the province of New Brunswick; and also copies of all claims made by
the said fishery overseer and the payments made thereon. — (Senate) . . . . Not printed.

5 GEORGE V.

SESSIONAL PAPER No. 21

A. 1915

FORTY-SEVENTH ANNUAL REPORT

OF THE

DEPARTMENT OF MARINE AND FISHERIES

For the Fiscal Year

1913-14

MARINE

PRINTED BY ORDER OF PARLIAMENT

OTTAWA

PRINTED BY J. de L. TACHE, PRINTER TO THE KING'S MOST
EXCELLENT MAJESTY

1915
[No. 21—1915.]

5 GEORGE V. SESSIONAL PAPER No. 21 A. 1915

To His Royal Highness, Field Marshal Prince Arthur William Patrick Albert,
DuJce of Connaught and Strathearn, K.O., K.T., K.P., etc., etc., etc., Governor
General and Commander-in-Chief of the Dominion of Canada.

May it Please Your Koyal Highness : '

I have the honour to submit herewith, for the information of Your Royal
Highness and the Parliament of Canada, the Forty-Seventh Annual Report of the
Department of Marine and Fisheries, Marine Branch. !

I have the honour to be,
' Your Royal Highness;s most obedient servant,

J. D. HAZEN,

Minister of Marine and Fisheries.

^Department op Marine and Fisheries,
Ottawa, November, 1914.

5 GEORGE V.

SESSIONAL PAPER No. 21

A. 1915

SUMMARY OF CONTENTS.

REPORT SUBMITTED BY MINISTER. Page.

REPORT OP DEPUTY MINISTER, Subjects paged in the Summary below.

Appropriation and Expenditure, Marine Branch, Statement of ..2, 128

Agencies of Marine and Fisheries 3

Aberdeen 7

Acetylene 15

Annapolis Royal, Port Warden's Report 283

Branches of Marine Department 2

Buoys, Beacons, Submarine Bells and Lightstatioms 5

Buoys, gas and unlighted list of 72

Brant 10

Belleville Harbour Commission 22

" Report of Commission 281

Baie Verte and Port Elgin Pilotage Report 298

Bathurst Pilotage Report 299

Bras d'Or Lakes Pilotage Report 301

Buctouche Pilotage Report i 302

Champlain 12

Chief Engineer's Report 33

" Detailed Report on Construction, Establishment and Improve-

ments of Lighthouses and Aids to Navigation —

Nova Scotia 39

New Brunswick 41

Prince Edward Island 43

Quebec 44

Montreal 46

Ontario 47

British Columbia 50

Commissioner of Lights' Report 53

" " Statement showing number of Lights of the several

orders, Lightships, Lightboats, Fog Alarms, Buoys

and Submarine Bells, etc 54

" Statement of Lights and Fog-alarms 55

New Brunswick 55

Nova Scotia 57

Prince Edward Island 61

Quebec 62

Montreal 65

Ontario 67

Manitoba 70

British Columbia 70

'* Statement of Gas Buoys 72

Nova Scotia 72

New Brunswick 72

Prince Edward Island 73

Quebec t 73

Montreal 74

Prescott 75

Lake Ontario 76

Lake Erie 76

Detroit River .76

Thames River 76

St. Clair River 76

Southampton District 76

'Georgian Bay District 76

Sturgeon River District 77

Sault Ste. Marie District 77

Port Arthur District 77

British Columbia District 77

New Buoys and Beacons established in 1913-14.. .. 78

Unlighted Buoys 79-82

Correspondence and Records 29

Chatham Port Warden's Report •. 283

Caraquet Pilotage Report . . 303

Charlotte Pilotage Report 304

vi MARINE AND FISHERIES

5 GEORGE V., A. 1915

Page..

Dominion Steamers 7

Druid , ' 13

Dollard \ [ [ [\ ' 15

Expenditure 2, 128

" Statement of 128

" Since Confederation 147

Earl Grey 9

Eureka 12

Estevan ". [ \\ . ' ' # \\ \\ [] 13

Grainer 14

Grenville 16

Harbour Masters, List of, Date of Appointments, Collections, etc 139

Harbour Commission of Montreal 19

Harbour Commissioners, Report of Montreal 228

Quebec 256

" " " Three Rivers , 263

" " " North Sydney 266

" " " Pictou 267

Toronto 268

Belleville 281

Halifax Port Warden's Report 284

" Pilotage Report 304

" Signal Station * 220

Harvey and Alma Pilotage Report 306

Ice-breaking 1

" Chief Engineer's Report on 37

Ice-breaker, new 16

Investigation into Wrecks 23

Lighthouse Construction and Repairs 3

" Supply Service 4

Lady Laurier 7

Lansdowne 8

Leebro 14

Lambton 16

Live Stock Shipments 29

List of 355

Louisburg Port Warden's Report 284

Legislation 32

Life-iSaving, Report on 213

Stations 216

Montmagny 7

Minto 10

Montcalm 11

Maggie May 15

Meteorological Service 17

" " Report of Director 148

" Quebec Observatory, Report of 157

St. John, N.B. Observatory, Report of 158

Montreal Harbour Commission 19

" Report of Commissioners 228

Masters and Mates — Examinations of — Certificate issued 24

" and Seamen's Branch Report 201

" Navigation Schools 201

List of Certificate to 204

Montreal Port Warden's Report 285

Moncton Port Warden's Report 285

Minas Basin Pilotag Report 309

Miramichi Pilotage Report 310

Montreal Pilotage Report 312

Marine Hospitals 25

" Report of Medical Superintendent 160

TABLE OF CONTENTS

SESSIONAL PAPER No. 21

Page.

New Icebreaker 16

North Sydney Harbour Commission 21

" " " Report of Commissioners 266

Navigation Schools 24-201

Nanaimo Port Warden's Report 291

North Sydney Port Warden's Report 291

Nanaimo Pilotage Report 324

New Westminster Pilotage Report 325

Obstructions to Navigation, Removal of.

4
37

Picton Harbour Commission 21

" ' " Report of Commissioners 267

Port Wardens, List of 28

Report .of Annapolis Royal 283

Chatham 283

Louisburg 284

Halifax 284

Moncton 285

Montreal 285

Nanaimo 291

North Sydney 291

Port Hawkesbury 291

Prince Edward Island 292

Quebec 292

(St. Andrews 293

Sydney 293

Victoria and Esquimau 295

Yarmouth 295

Pilotage 25

" Summary information contained in Reports 296

" Report of Acting General Superintendent 298

" Baie Verte and Port Elgin, N.B., Report of Commissioners 298

" Bathurst, N.B., Report of Commissioners «. .. .. 299

" Bras d'Or Lakes, N.S., Report of Commissioners 301

" Buctouche, N.B., Report of Commissioners 302

" Caraquet, N.B., Report of Commissioners 303

" Charlotte, N.B., Report of Commissioners 304

" Halifax, N.S., Report of Commissioners 304

" Harvey and Alma, N.B., Report of Commissioners 306

" Louisburg, Report of Commissioners 307

" Minas Basin and Avonport, N.S., Report of Commissioners 309

" Miramichi, N.B., Report of Commissioners 310

" Montreal, P.Q., Report of Commissioners 312

" Nanaimo, B.C., Report of Commissioners 324

" New Westminster, B.C., Report of Commissioners 325

" Parrsboro, N.S., Report of Commissioners 326

" Pictou, N.S., Report of Commissioners 327

" Port Medway, P.E.I., Report of Commissioners 328

" Prince County, P.E.I., Report of Commissioners 329

Pugwash, N.S., Report of Commissioners 330

Quebec, P.Q., Report of Commissioners 331

" Restigouche, N.B., Report of Commissioners. . . 339

" Shediac, N.B., Report of Commissioners 342

St. Anns, N.iS., Report of Commissioners 343

St. John, N.B., Report of Commissioners 344

St. Mary, N.S., Report of Commissioners 346

" Sydney, N.S., Report of Commissioners 347

" Vancouver, B.C., Report of Commissioners 350

" Victoria and Esquimalt, B.C., Report of Commissioners 351

" Wallace, N.S., Report of Commissioners , 354

Quadra 13

Quebec Salvage and Wrecking Co., Report of 17

" Harbour Commission 20

" " Report of Commissioners 251

" Port Warden's Report 292

" Pilotage Report 33 1

viii MARINE AND FISHERIES

5 GEORGE V., A. 1915

Page..

Rouville H

Revenue, Marine and Fisheries Branches 2

Statement of." 130

Restigouche Pilotage Report 339

St. Lawrence River Ship Channel 5

" " Report of Superintending Engineer 83

" " History of Ship Channel 83

Accidents in 1913 84

" " Marine Signal Service 85

" " General Icebreaking ~ 86

" " General Information 88

Cost of Ship Channel to date 89

Average depth of water 1890-1913 89

" " Total cost of dredging, cost of Plant and quantity

" " • dredge , 90

" " Dredging operations . 90

" " Progress of dredging operations 98

Thirty-foot Project 98

Thirty-five foot Project * 100

Abstract of Work of Dredging, year 1913 102

" " Classification of Disbursements for fiscal year 104

„" " Details of Dredging, Locality and Cost per cubic yard. . 106

" " Dredging Fleet — Description of 108

Signal Service 85

Sorel Shipyard , 6

" Report of Director 113

Repairs to Tugs, Dredges, Scows 113

" Repairs to Dominion Steamers, Tugs, Scows, etc 114

" Construction for Lighthouse Branch 118

" New Constructions 118

" Statement of Expenditure — Ship Channel and Shipyard 124

Stanley 7

Shamrock 15

Scout 15

Simcoe : 15

Steamboat Inspection and List of Inspectors 22

" Report of Chairman 223

Shipping and Discharging of Seamen 25

" " Statement of 3'56

Sick and Distressed Mariners . . . 25

" " Report of Medical iSuperintendent 160

Safety of Life at Sea Convention 30

Signal Service St. Lawrence River 85

Signal Station, Halifax 220

Sable Island, Report of iSuperintendent 221

St. Andrew's Port Warden's Report 293

Sydney, Port Warden's Report 293

" Pilotage Report 347

Shediac, Pilotage Report , . . . . 342

St. John, N.B., Pilotage Report 344

St. Mary, N.S., Pilotage Report 346

Three Rivers Harbour Commission 21

" Report of Commissioners 263

Toronto Harbour Commission 21

" " Report of Commissioners 268

Vercheres 15

Victoria and Esquimau Port Warden's Report 295

" " Pilotage Report 351

Vancouver, Pilotage Report 350

Wrecks, Investigation into 23

" Reports of Wreck Commissioner 174

" " Wrecks and Casualties 179

Wharfingers, Date of Appointment and Remuneration 131

Wallace, N.S., Pilotage Report 354

Wrecking Companies, Reports of 360

5 GEORGE V. SESSIONAL PAPER No. 21 A. 1915

REPORT

DEPUTY MINISTER OF MARINE AND FISHERIES

To the Honourable J. D. Hazen,

Minister of Marine and Fisheries.

Sir, — I have the honour to report on the transactions and service of the Marine
Branch of the Department of Marine and Fisheries for the fiscal year ending March
31, 1914.

This report contains the annual reports in detail of the officials in charge of
separate branches of the Marine Branch and of the outside service under control of
harbour commissioners, port wardens and pilotage authorities. The reports of the
harbour commissioners, port wardens, and pilotage authorities are for the calendar
year 19TS, according to the Acts providing for annual reports upon action in each
branch.

The season, generally speaking, was favourable for the construction of light-
houses, fog-alarms, and depots. The work in the St. Lawrence ship channel was
carried on with success. Nothing of an unusual character interfered with the main-
tenance of aids to navigation, excepting in some minor instances. Progress was made
in the special work of more powerful lighting apparatus at some of the light stations.

Navigation in the St. Lawrence river was possible to a later period in the fall
than usual. The ice, however, became very thick daring the month of February, and
formed heavy jams or "bridges" at several points. The Montcalm and Lady Grey
were employed in attempting to cut channels at these narrow places, and would have
succeeded as in former winters, but accidents occurred to both steamers which pre-
vented their continuance in the work until repairs had been made. Navigation was
somewhat later in consequence in opening in the spring.

At the head of lake navigation in the harbours of Port Arthur and Fort William,
icebreaking was performed under contract, as in former years, enabling grain vessels
to enter and move to the elevators and to depart in the spring without interference
from ice. A change was made by the appointment of a sub-agent for the Thunder
Bay district, with headquarters at Port Arthur.

In the Maritime Provinces, the harbours that generally close during winter were
open later in the fall than usual, but navigation opened somewhat later in the spring
of 1914 than the average time. This delayed the work of placing buoys in a number
of harbours and in some outside channels. Navigation, as customary, was carried on
all winter in harbours open all the year round.

In British Columbia, the general service in maintaining aids to navigation was
satisfactorily performed; the establishment of the Marine depot at Prince Bupert
nided greatly in carrying out the work.

21—1

2 MARINE AND FISHERIES

5 GEORGE V., A. 1915

The winter communication between Prince Edward Island and Pictou was kept
up by the steamers Earl Grey and Minto, with the exception of short periods. The
small iceboats from the stations at cape Tormentine, N.B., and cape Traverse, P.E.I.,
performed satisfactory service when the steamers were prevented from making regular
trips.

During the year, several harbours were proclaimed, and harbour masters appointed.
In 1912, lines were drawn in certain harbours beyond which wharves must not be
built, and similar headlines were denned in certain harbours in 1913.

Amendments were made to regulations governing steamboat inspection, masters
and mates, and harbour masters.

Leases of water lots in certain public harbours were granted for the purpose of
building wharves; authority was also given to the Montreal Harbour Commissioners
to build additional wharves.

The pilotage systems of Montreal and Quebec were investigated.

The large part of the work under the immediate supervision of the permanent
agents and sub-agents was, as usual, carried out under that system by authority from
Ottawa.

The total expenditure of the Marine Branch for the fiscal year amounted to
$5,560,030.21, but to this was added, as customary, the expenditure for Civil Service
salaries of the Marine and Fisheries branches and contingencies, total $5,828,027.37.
The statement of the accountant, which forms one of the appendices of this report,
contains the amounts of the appropriation of Parliament, the amounts expended for
each division of the departmental service, and the unexpended balances. The total
expenditure for Marine and Fisheries together amounted to $6,898,885.31, not includ-
ing the fishing bounty of $158,661.25, which is not a parliamentary appropriation.
The net revenue of the Marine aifd Fisheries branches amounted to $356,965.80.

The subdivisions and branches of service under which the whole work of the
Marine Branch was carried out are as follows : —

The construction of lighthouses and fog-alarms by the Engineer's Branch.

The maintenance of lights, gas buoys and other buoys by the Commissioner of
Lights' Branch.

The Lighthouse Board, which decides the necessity for aids to navigation.

The ship channel, St. Lawrence river, and Sorel works.

Meteorological and magnetic service.

Investigations into wrecks.

Wrecks and casualties.

Board of steamboat inspection.

Cattle shipments inspection.

Marine hospitals.

Submarine signals.

Shipping under the Merchants' Shipping Act.

Legislation and administration of laws relating to the Department of Marine and
Fisheries.

Humane service in connection with seamen and life saving stations.

Wrecking plant subsidized.

Winter communication.

REPORT OF THE DEPUTY MINISTER 3

SESSIONAL PAPER No. 21

Removal of obstructions to navigation.

Examination of masters and mates, and issuing certificates.

Pilotage.

Government of ports and proclaiming of harbours in the Dominion.

Control of harbours and Government wharves.

Dominion steamers, Marine Branch.

Port Wardens.

Wjreck Receivers.

Harbour Commissioners.

LIGHTHOUSE CONSTRUCTION, IMPROVEMENTS AND REPAIRS.

The construction of lighthouses, fog-alarm buildings, towers, boat-houses, life-
saving stations, protection work, and repairs to lighthouses- in general, engaged the
attention of the Engineer's Branch of the Department.

New lights and aids to navigation established, changes and improvements and
repairs at existing stations and lighthouse and buoy depots are detailed in the report
of the Chief Engineer, appendix No. 1 to this report. Extensive improvements were
made at a number of stations, and minor improvements and repairs at others.

In Nova Scotia, the principal new establishments were two new stations with
buildings, one pole light, one diaphone fog-alarm building, dwelling and outbuildings.
Extensive improvements, including an illuminating apparatus, new buildings and fog-
alarms, were made at twenty-five existing stations, and a new lightship placed near
Halifax. In New Brunswick, five new stations were established, building erected,
one pole light and a concrete wharf built at new depot in St. John. Extensive
improvements in lighting apparatus, erection of new buildings, installation of electric
lights and plants, erections of skeleton steel towers, sheds, and a diaphone fog-alarm
and buildings, were made at nine existing stations, and Lurcher Shoal lightship
repaired. Minor repairs were made at several stations. In Prince Edward Island,
the new aids are two wooden lighthouse towers, one dwelling; the improvements con-
sisted of rebuilding two lighthouse towers and minor repairs at several stations.

In the Quebec district, the new aids are four steel skeleton towers, three concrete
towers, one fog-alarm building, and installation of two diaphones, two dwellings, one
outbuilding, one shed, and one boat-house. The changes and improvements consisted
of more powerful apparatus at eleven stations, construction of three dwellings, one
pole light, one concrete wharf, two fog-alarm buildings, one diaphone, and five sheds,
at existing stations. The cruiser Arctic was equipped with lighting apparatus and
placed as a light ship in the Lower Traverse, St. Lawrence river. Minor repairs were
also made at a number of stations.

In the Montreal district, the new aids established are five steel skeleton towers,
two wooden towers, one pole light, and one float light. The changes and improvements
consisted of one electric light plant, twenty-one pole lights improved, improvements-
of illuminating apparatus at seven stations, and one skeleton steel tower erected, at
existing stations. Minor repairs were also carried out at a number of lighthouses.

In Ontario and Northwest provinces, the new aids are three steel skeleton towersv
one concrete tower, two wooden towers, two dwellings, one boat-house, seven pole

21—14

4 MARINE AND FISHERIES

5 GEORGE V., A. 1915

lights, one diaphone fug-alarm, and one shed. Changes and improvements of the
illuminating apparatus were made at sixteen old stations; three sheds, three boat-
houses, two wooden towers, and one pole light and two dwellings were- added. Three
electric lights and one diaphone were installed. Extensive enlargement of the
Prescott lighthouse depot was completed by removal of old buildings and overhauling
of the main building and machinery, and other improvements. Minor repairs were
made at Parry Sound depot, and at a large number of lig;Jitstations.

In the province of British Columbia, the work consisted of improvements and
changes at existing stations; one combined lighthouse and dwelling, one combined
lighthouse and fog-alarm building, two concrete towers, one steel skeleton tower, two
wooden towers, three dwellings, and one fog-alarm building and three boat-houses and
two sheds were built; four acetylene beacons and one electric light beacon and one
beacon with oil lantern were erected. One diaphone fog-alarm, one submarine bell
were added at existing stations, and illuminating apparatus improved at five stations.
Minor repairs were made at a number of stations. Improvements were made at Prince
Rupert lighthouse and buoy depot, and preliminary steps taken to establish a buoy
and lighthouse depot at Victoria. Minor repairs were made at a number of stations.

The selection and purchase of twenty-four sites for new lightstations throughout
the Dominion were completed during the year.

The work done for the Meteorological Service was the erection of storm signal
masts at Sydney and North Sydney, Cape Breton, and for the Life-saving Service, a
combined boat-house and dwelling built at Ucluelet, B.C., and a lookout steel skeleton
tower at Toronto.

Notices to mariners were issued apprising them of new aids to navigation estab-
lished, changes in lights and buoys, and of obstructions to navigation. The notices
were sent to various ports where masters could obtain them at the custom-houses.
In addition, information was published in these notices respecting' changes in aids to
navigation in waters contiguous to Canadian coast waters. The details and cost of
all outside work performed in the Engineer's Branch will be found in the report of
the Chief Engineer, Appendix No. 1 to this report.

REMOVAL OF OBSTRUCTIONS TO NAVIGATION.

Removal of obstructions to navigation was performed under directions of the
Engineer's Branch. The wrecks Douglas and Monguagon, sunk in the Detroit river,
near Windsor, were removed by contract. Lights were placed on the steamer City of
London, wrecked in lake Erie, near Amherstburg. The tug Maxwell, left in a sinking
condition in Port Stanley, was prevented from being a menace to navigation. Two
sunken dump scows and the hulk of the old wheel-steamer William, were removed from
the channel at Valleyfield, Que.

LIGHTHOUSE SUPPLY SERVICE.

Lighthouse supplies, consisting of illuminating oil, paints, etc., were delivered by
the Dominion steamers in each agency. The superintendents of lights prepared lists
of quantities and supervised the delivery of the articles at each lighthouse on the east

REPORT OF TJIJ-: DEPUTY MINISTER 5

SESSIONAL PAPER No. 21

and west coasts and Great Lakes. The Superintendent of Lights for Ontario has his
headquarters in Ottawa, and the steamer Simcoe was employed in carrying supplies to
lights on the Great Lakes.

BUOYS, LIGIITSTATIONS, AND SUBMARINE BELLS.

The annual report of the Commissioner of Lights and Buoys furnishes detailed
information respecting the number of the several orders of lights, fog-alarm stations,
warning buoys, submarine bells, gas buoys, the names of lightstations and number of
lightkeepers. These items, together with buoys and beacons established during the
year, and the number of unlighted buoys, bushes and stakes maintained in the dis-
tricts throughout the Dominion, are given.

By comparison with the aids to navigation in operation during 1912-13, it will
be seen that a gain of one first order of lights, three third order, four fifth order,
twelve sixth order lights, was made. Sixty-eight more lights were in use and twenty
more light-keepers were employed, nine more diaphones, twenty more gas, one more
whistling, eleven more bell buoys, and three more submarine bells were in operation
during the past fiscal year.

The annual report of the Commissioner of Lights and Buoys forms Appendix
No. 2 to this report.

ST. LAWRENCE RIVER SHIP CHANNEL.

The ship channel of the river St. Lawrence, between Montreal and Father point,
has a total length of 340 statute miles.

The contracted part of the river begins at the Traverse, 220 miles below Mont-
real, and between these two points the dredging has been done, where necessary, for
deep-draught vessels, and the deepened channel is termed the " ship channel." Work
has also been done in a channel extending from Repentigny to Lavaltrie, some miles
below Montreal, for light-draught vessels.

The annual report of the Superintending Engineer contains details of the work
done in the channel, termed the " 30-foot channel," and in the later project of deepen-
ing the ship channel to 35 feet, low water. The deepening work to 35 feet was begun
in the North channel below Quebec, and the progress made to the end of the season
1913 has been reported by the Superintending Engineer.

The 30-foot channel, completed from 'Montreal to the upper end of Cap-a-la-Roche,
is 107£ miles, 450 feet in width in straight parts, and 550 to 750 feet in width at the
bends. Slow progress was made at Cap-ii-la-Roche in deepening and widening the
curve, owing to the hard nature of rock dredged. The total length of the dredging
work in the 30-foot channel, at various places in the channel, up to the end of 1913,
was 66-20 statute miles, being 61-55 miles between Montreal and Quebec, and 4-65
miles below Quebec. A channel 800 feet wide and 30 feet deep, leading to the Mont-
real floating dock, is nearly completed. Cap Charles channel is also nearly completed
and, when finished, will give a width of 45^ feet in the straight parts and 600 feet in
the curves. Some progress was made in Horseback bar channel in the work of deepen-
ing it from 27i feet to 30 feet at low water, and widening it from 300 to 450 feet.

6 MARINE AND FISHERIES

5 GEORGE V., A. 1915

The distance dredged to a depth of 35 feet in the channel during the year was
3-90 miles, making the whole distance of that depth, 16-32 miles, and leaving the
distance yet to be dredged to 35 feet, 74-06 miles.

The number of cubic yards dredged everywhere in the channel during the year,
was 6,140,867, at a cost of $895,235.59. In the interesting historical sketch in the
report of the Superintendent, it is shown that the total dredging from 1851 to the end
of 1913 amounted to 91,301,742 cubic yards, and the cost for dredging alone was
$10,505,495; for plant, the cost amounted to $6,433,651.66, total $16,939,146.82.

The dredging fleet consists of thirteen dredges, nineteen tugs, thirty-one scows,
six barges, two stone lifters, one rock cutter, and one floating shop.

During the season, the usual sweeping of the channel was done, and no obstruc-
tion of a serious nature was found.

The Cap-a-la-Roche. semaphore at Deschaillons, which indicated the depth of water
in the dredged channel at Cap-a-la-Roche, was put in operation on April 26, and the
St. Nicholas semaphore, showing the depth of water over the undredged bar at St.
Augustin, on May 3.

One serious accident to shipping occurred, caused by the collision of the steamers
Lady of CPaspe and Crown of Cordova, and seven minor accidents.

Icebreaking was performed by the Lady Grey and Montcalm, (but accidents
happened to the two steamers: the Montcalm, lost her rudder and the Lady Grey lost
a propeller blade. Repairs were made to the latter steamer, which completed the work
of icebreaking in the latter part of April.

The marine telegraph signal service begun on the 1st of September, 1907, now
consists of thirteen stations between Montreal and Crane island, 32 miles below the
city of Quebec. These stations are connected by private telephone system, between
Montreal and Quebec, and between that city and Crane island, with the Bell Telephone
system. By this means the condition of the weather and the movements of vessels
can be ascertained at each station, and reported.

The International Code of Signals is used to communicate with vessels.

The report of the Superintendent of the Ship Channel forms appendix No. 3.

SOREL SHIPYARD.

All vessels of different kinds belonging to the St. Lawrence River ship channel,
a number of vessels attached to the lighthouse service of the Marine Branch, and a
number of vessels belonging to the Public Works Department were repaired. Some
of the repairs were extensive, requiring the steamers, tugs, barges, and scows to be
hauled out. Seven steamers received a general overhaul during winter months, thirteen
dredges were repaired, fourteen tugs, three sounding barges, fourteen dumping scows,
and five coal barges received important and minor repairs, caulking and painting.

Construction of vessels laid down in 1912 continued, and building of other vessels
of different kinds was begun. During the year, construction work on the following
vessels was carried on, viz., two steamers, two tugs, one stone lifter, three barges, one
gasoline launch, fourteen scows, and two catamarans. The two catamarans are to be
used in connection with taking levels in the St. Lawrence river.

REPORT OF THE DEPUTY MINISTER 7

SESSIONAL PAPER No. 21

Repairs to shipyard buildings, sheds, plant (including outside and workshop
machinery and hoisting gear) formed part of the work of the year. New machinery
was installed, and extensions made to buildings and wharves. All of the details of
repairs, construction and purchase of material will be found in the report of the
Superintendent of the Sorel shipyard, forming Appendix No. 4 of this report. A
statement of expenditure is attached, amounting to $1,466,591.40 total expenditure.

DOMINION STEAMERS.

NOVA SCOTIA DISTRICT.

Montmagny.

The Montmagny is a screw steel vessel, built in Sorel, Que., in 1909, is 212-6 feet
long, 34-4 feet wide, 19-5 feet deep; 723 net, 1,296 gross tonnage.

The Montmagny was engaged during the month of April in placing buoys on the
eastern and western coasts of Nova Scotia, carrying supplies to various lightstations,
and placing Prince Edward Island buoys in position. She sailed to Quebec in May,
and returned to Nova Scotia waters in December, where she was engaged in buoy and
supply work until the month of April, when she again returned to Quebec.

Stanley.

The Stanley is a single-screw steel vessel, built in Govan, G.B., in 1888, specially
for winter navigation in the strait of Northumberland. She is 207-8 feet long, 32-0
feet wide, 17-9 feet deep; 394 net, 914 gross tonnage, and 300 nominal horse-power.

She arrived from St. John, N.B., in May, was engaged in buoy work and carrying
supplies to lightstations until the first of January. She rendered valuable service
in icebreaking on the Cape Breton coast, and made two trips to Magdalen islands
with mails and supplies.

Lady Laurier.

The Lady Laurier is a twin-screw steel vessel, 214-9 feet long, 34-2 feet wide, 17-2
feet deep; 413 net, 1,051 gross tonnage, and 186 nominal horse-power. She was built
in Paisley, Scotland, in 1902, and is employed in the lighthouse and buoy service of
this department under the control of Nova Scotia Agency.

The Lady Laurigr was engaged during the year in carrying supplies to several
lightstations, lifting and placing large automatic buoys, and made two trips with
mails and supplies to Sable island. She rendered valuable assistance to the wrecked
steamer Cobequid in January, 1914.

NEW BRUNSWICK DISTRICT.

Aberdeen.

The Aberdeen is a single-screw steel vessel, built in Paisley, Scotland, in 1894,
and is 180 feet long, 31-1 feet wide, 16-9 feet deep; 266 net, 671 gross tonnage, and
^00 nominal horse-power.

8 i/ i/.'/ya: and fisheries

5 GEORGE V., A. 1915

She was employed in the lighthouse and buoy service, mostly under the New
Brunswick Agency.

She was at Halifax at the beginning of the fiscal year, undergoing repairs until
the 1st of May, 1913. She then placed several buoys in Nova Scotia waters, and on
the 4th sailed for St. John, N.B., where she remained until the 10th. This vessel
then inspected Old Proprietor buoy, left with Mr. Kelly, Superintendent of Lights,
on board to inspect the Lurcher lightship. She was then engaged delivering supplies
and performing general buoy work during the month of May.

On the 2nd of June, Captain Dalton, Chief Engineer Meredith, and Second Officer
Kenny joined the ship, and Captain Blois and crew left for Halifax. The vessel
remained at St. John until the 24th of June, when she sailed for Grindstone island
to land supplies. She placed Sisters Rock buoy, landed 225 cases of oil at Cape
Spencer, returned to Carleton, where she remained until the 4th of July.

On the 8th, the mud scow in tow of the tug Muscallonge collided with the
Aberdeen, injuring her rail, and she returned to St. John, with cement. She con-
tinued the buoy service in those waters until the 6th of August, when she was laid up
at Carleton for minor repairs until the 16th. The steamer then resumed work on the
14th of October. The Aberdeen sailed to rescue a crew, reported in distress off Gannet
rock, but learned that a lifeboat had rescued them. The dismasted schooner wTas towed
to Seal cove in a heavy gale. On the 14th of November, the Aberdeen sailed from
Digby, N.S., to Bay View life-saving station with Commander Thompson, who also
visited Little Wood island and Welchpool, and returned to St. John.

From the 18th of December, 1913, until the 22nd of January, 1914, she was laid
up at St. John for repairs, and for the balance of the year was on regular service.

Lansdoirne.

The Lansdowne is a wooden steamer built at Maccan, N.S., in 1884. She is 188-6
feet long, 32-1 feet wide, 15-8 feet deep; 463 net, *680 gross tonnage, and 80 nominal
horse-power.

This steamer is engaged in the lighthouse and buoy service under the directions
of the New Brunswick Agency.

At the beginning of the fiscal year she was at St. John, N.B., and sailed on the
4th to Westport, N.S., with Commander Thompson, to inspect the life-saving station.
The Lansdowne continued the regular buoy service, and on the 31st of May went to
the relief of the steamer General Turnbull. From this date until the 13th of January,
1914, she was constantly employed at her regular work, and on that date sailed to
Brier island, to render aid to the Cobequid, which was reported to be stranded there.
She sailed to Gull rock in very rough weather. Finding no trace of the Cobequid, the
Lansdowne sailed to Westport, Brier island, N.S., for information; and learning that
the wreck was on Trinity ledge directed her course thither, arrived at 5.40 p.m.,
anchored close to the wreck; the sea was too rough to render assistance to the fifteen
persons still on board the Cobequid. At 7.15 next morning, a boat in charge of First
Officer McLean succeeded in taking all on board the Lansdowne, which sailed at once
for St. John and landed them. She began and continued her regular work until the
29th, when she was laid up at St. John to have her stern repaired that had been

REPORT OF THE DEPUTY MINISTER 9

SESSIONAL PAPER No. 21

damaged by the ss. Manchester Corporation. On the 9th of February, she resumed
work until the 24th, then she sailed for points on the St. Croix river, with representa-
tives of the shipping interests, Mr. Goodspead, District Engineer of the Department
of Public Works, Mr. Kelly, Inspector of Lights, and Mr. Swan. She returned to
St. John the following day, and continued work until the close of the fiscal year.

PRINCE EDWARD ISLAND DISTRICT.

Earl Grey.

The Earl Grey is a steel kebreaking passenger and freight steamer built by
Vickers, Sons & Maxim, Barrow-in-Furness, G.B., for winter navigation in the strait
of Northumberland to keep up steam communication between Prince Edward Island
and the mainland. She is 250 feet long, 47-7 feet wide, and 24-1 feet deep; 2,357
tons gross, 930 net, and her displacement is 3,340 tons. She is fitted with wireless
telegraph apparatus and is classed 100 A.l at Lloyds.

The Earl Grey was on the Charlottetown-Pictou route, making regular trips from
April 1 to 8. She sailed on the 14th for the Magdalen Islands, having the inspector
of fisheries on board, was delayed at Georgetown for some time by fog, and arrived at
Grindstone island, M.I., on the lGth ; wont to Pictou on the 18th.

She returned on the 20th of May ; was in the employ of the Charlottetown Steam
Navigation Company from that date until the 24th. Sailed to Halifax on the 26th,
left for Sydney on the 31st, and on the 3rd of June left for Quebec, where she lay
until the 6th of July. Sailed for Charlottetown, arriving there on the 8th, with
military men on board. She again sailed to Quebec on the 2nd of July, where she
remained until the 24th of July, when she sailed for Charlottetown.

She remained at the Marine wharf from August 3 to December 2, during which
time she had repairs made to machinery, doors, lights, ventilators, tanks, funnel, ash
ejector, and decks. After fitting for winter service at Charlottetown she w^as
placed on the Charlottetown-Pictou route on the 29th December, and continued on
that route until the close of the fiscal year.

The Earl Grey was detained by ice while returning from Amet island on the 2nd
of February, and again by ice on the 20th and 21st March.

The Earl Grey made eighty-seven single trips during the winter season across the
strait, carried 342,802 pounds expressage, 10,776,525 pounds freight, 2,057 first-class
passengers, 220 of whom paid half -fare; 1,023 second-class passengers, provided 2,226
meals and 1,136 berths.

Earnings —

From expressage $ 685 72

freight 8,269 38

" passengers 3,943 50

meals 222 60

berths 1,136 00

four days' hire to Charlottetown S. N. Co 700 00

" berths to Magdalen island . 5 00

Total $14,962 20

Meals are furnished by the steward, who pays the ship 10 cents per meal.

10 MARINE AND FISHERIES

5 GEORGE V., A. 1915
Minto.

The Minto is a single-screw steel vessel, built in Dundee, G.B., specially for winter
navigation in the Northumberland strait, between Prince Edward Island and the
mainland. She is 225 feet long, 32-7 feet wide, 18-3 feet deep; 372 net, 1,090 gross
tonnage; 216 nominal and 2,900 indicated horse-power.

The Minto was at Summerside on April 1, left for Charlottetown that day, and
plied on the Pictou-Charlottetown route until the 9th; lay at Charlottetown from the
6th to the 10th ; was in the employ of the Charlottetown Steam Navigation Company
on the 17th and 19th April, and was at Charlottetown from the 20th to the 24th, when
she left for Pictou. She returned to Charlottetown on the 6th of May, and lay at
the Marine wharf for repairs to machinery and hull. This completed, she sailed for
Pictou on the 26th November, returning to Charlottetown on the 2nd of December,
sailed to Summerside the following day, and began the winter service between that
town and Cape Tormentine on the 27th, making round trips daily until the 10th of
January, 1914. She sailed for Charlottetown on the 16th January, crossed to Pictou
on the 17th, was forced to return to Georgetown on the 20th, and made regular trips
on that route until the 12th of February, when she was fast in heavy ice on way to
Pictou, was released by Earl Grey on the 14th, and reached Pictou on the 15th. She
was again stuck in ice on the 21st February, and made regular trips on the George-
town-Pictou route until the close of the fiscal year.

The Minto made eighty-eight single trips across the strait during the winter
season, carried 274,334 pounds expressage, 4,701,045 pounds freight; carried 1,858
first-class passengers, 131 of whom paid one-half fare; 554 second-class passengers,
five of whom paid one-half fare — making a total of 2,412 passengers; provided 1,709
meals and 527 berths to passengers.

Earnings —

From expressage $ 549 78

freight.. •• 3,598 55

passengers.

2,683 75

meals.". 170 90

berths 527 00

Charlottetown S. N. Co ^ 262 50

Total $7,792 48

Brant.

The Brant is a wooden vessel built in Charlottetown, P.E.I., in 1898. She is
1O0-4 feet long, 19-1 feet wide, 9-5 feet deep; 58 net, 142 gross tonnage, and 33 horse-
power.

This vessel was employed in the lighthouse and buoy service during the year 1913.
After fitting out at the Marine wharf, Charlottetown, she sailed on the 14th April,
having on board St. Peter's Spit and other buoys, placed them in position, returned
the following day and remained at the wharf until the 20th, undergoing cleaning and
painting. She continued placing buoys until the 12th May, when she began carrying
lighthouse supplies and repair materials; and continued this service until the 11th
of November, when she began lifting buoys; and laid up for winter on January 1,
1914.

REPORT OF THE DEPUTY MINISTER 11

SESSIONAL PAPEFf No. 21

QUEBEC DISTRICT.

Rouville.

The Rouville is a screw steamer, built in the Government shipyard, Sorel, in
1906; is 125 feet long, 26 feet wide, 14-2 feet deep; 301 gross, 144 net tonnage, and
54 horse-power.

She is employed in the lighthouse construction service under the direction of the
Quebec Agency, and wintered in the Louise basin, where she was repaired and fitted
for the season's operations. On the 13th of April, she was sent to Lower Traverse
to replace the lightship, and continued as lightship until the 20th. On the 9th of
May the Rouville sailed for Murray Bay to replace the Champlain on the ferry ser-
vice, and remained until the 25th of June, when she resumed carrying construction
material, which was continued until the 6th of November, when she again entered on
the ferry route between Murray Bay and Riviere Ouelle, and continued until the 1st
of December, the close of the season's work.

Montcalm.

The Montcalm is a powerful icebreaker, specially designed for the St. Lawrence
river service. She was built at Yokers, G.B., in 1904, is a twin-screw steel vessel,
245 feet long, 40-6 feet wide, and 15-7 feet deep; 526 net, 1,432 gross tonnage, 406
nominal and 4,250 indicated horse-power.

At the beginning of the fiscal year she was at Portneuf, and left for Quebec for
coal; on the 2nd sailed to Three Bivers to assist the Lady Grey in clearing the ice-jams,
and worked there until the 13th, when she returned to Quebec to coal and fit up for
duty in the gulf in connection with the reporting of ice conditions to incoming vessels.
She sailed on the 20th, cruised north of cape Bay to St. Paul island, returned to
Father point on the 29th, sailed up the Saguenay on the 30th, and returned to Quebec,
reporting the gulf and river clear of ice. The Montcalm remained at Kings wharf
until 22nd of May, when she went into Levis dry dock for repairs, where she remained
until the 12th of June, when she returned to Kings wharf. The ship being thoroughly
repaired, cleaned, scraped, painted, and holds put in a good state of repair, she left
Kings wharf on the 10th of July, proceeded to Louise basin and began loading
supplies, and on the 16th left for the lower St. Lawrence. She worked in the river
and gulf until the 12th of August, returned to Quebec, took in supplies and left on
the 17th, sailed up the Saguenay river, returned and remained at Kings wharf until
the 31st of August, when she sailed for St. Croix to charge and place buoy in position,
returned to Quebec, worked around this locality until the 7th of September, sailed
from Quebec to Chaleur bay, calling at many points en route, reached Dalhousie,
N.B., on the 20th September, returned and landed supplies at Cape Magdalen on the
21st, and reached Quebec on the 22nd. She remained at Quebec until October 4,
coaling and taking on lighthouse supplies sailed for Lower Traverse, placed black
buoy in position, returned to Quebec, was replaced temporarily by the Montmagny on
the 11th and, after taking on supplies, sailed for the lower part of the gulf on the 16th
October. When returning she received orders at Pointe des Monts, on the 9th of Nov-
ember, to cruise alom? the north side of Anticosti island in search of ss. Bridgeport;

K-4

12 MARINE AND FISHERIES

5 GEORGE V., A. 1915
she returned to Quebec on the 14th of November. The Montcalm then left to render
aid to a steamer in the Saguenay river, continued work in the St. Lawrence river until
the 19th of December, when she moored at Pointe-a-Carcy wharf to undergo repairs,
and remained there until the 13th of January, 1914, when she received orders to begin
icebreaking. She continued, at intervals, to clear ice in the river until the 2nd of
February, when she sailed for Anticosti with passengers, mail, and freight, encountered
very heavy ice in which she was several times stopped, and returned to Quebec on the
11th. She continued to relieve ice-jams at the "Bridge" and cap Eouge until the
28th of February, when she sailed to Portneuf to break the ice-jams, worked on the
jam until she broke the hand steering gear and rudder-chains on the 6th of March;
returned to Quebec for coal and repairs, returned to Portneuf, worked at jam until
the 13th, when rudder broke and ship returned to Quebec, moored in Louise basin for
repairs, where she remained until the close of the fiscal year.

Champlain.

The Champlain is a screw, steel vessel, built in Paisley, Scotland, in 1904; is 120
feet long, 30-3 feet wide, and 17-6 feet deep; 225 net, 522 gross tonnage, and 87
nominal horse-power.

This icebreaker is under the command of Captain Rene Pelletier, carries a crew
of 26 men in winter, is employed the year round in the ferry service between Murray
Bay, St. Irenee and Cap-a-1'Aigle on the north shore of the St. Lawrence river, and
Riviere Ouelle wharf on the south shore, which is connected by a branch line of rail-
way 6 miles long to the main line of the Intercolonial railway and Riviere Ouelle
Junction, where the river is about 11 miles wide.

Beginning on the 23rd of June, she made two round trips daily until the 13th of
September, except Sundays, when she made one round trip. At other dates she made
only one round trip daily except Sundays, making in all 331 round trips.

She failed to cross on October 15, December 24, was compelled to leave her station
on December 28 and came up to Quebec for shelter from storm, snow, and moving ice,
the former berth at Hurray Bay having been filled up to enlarge the wharf. She
returned on the 20th of March and resumed work three days later.

She transported 8,365 passengers, 5,441 sacks of mail, a very large quantity of
freight, served 503 meals to passengers and earned $6,635.58.

The Champlain was withdrawn from the service and came up to Quebec for
general repairs on May 12, and resumed her former work on June 2. She again came
up to Quebec for general overhauling preparatory for winter service on November 6.
and returned to her station on December 2, the Rduville, on both occasions, taking
her place while laid up for repairs.

Eureka.

The Eureka is a single-screw, steel vessel built in Glasgow, Scotland, in 1893, is
98-7 feet long, 22-0 feet wide, 11-0 feet deep; 170 gross, 19 net tonnage, and 60 horse-
power.

She continued in the pilotage service from Platon to Father point during the
season of navigation. She left Quebec for Father point on the 20th of April, and left
the station on December 10.

REPORT OF THE DEPUTY MINISTER 13

SESSIONAL PAPER No. 21

During this period she sailed 6,165 miles, boarded 751 steamers inward bound, 684
outward, 20 yachts inward, 18 outward, 6 barques inward and 6 outward — a total of
1,435 steamers, 38 yachts and 12 barques— a grand total of 1,485 vessels of all kinds
boarded inwards and outwards.

Druid.

The Druid is a single-screw steel vessel, built in Paisley, Scotland, in 1902, is 160
feet long, 30-1 feet wide, 12-5 feet deep; 149 net, 503 gross tonnage, and 59 horse-
power.

She is employed in the lighthouse and buoy service under the control of the
Quebec Agency. She was at Quebec until the 5th of April, 1913, and on the 6th sailed1
towards Kamouraska lighthouse, Brandy Pots, Eed Islet lightship, dragged for anchor
without success and, after placing several buoys in position, returned to Quebec on
the 12th and continued to perform lighthouse and buoy work until the 4th of October,
when she went into Levis dry dock for repairs, where she remained until October 18,
when she resumed her ordinary work until the clo^e of the season of navigation.

BRITTSII COLUMBIA DISTRICT.

Esteran.

The Estevan is a twin-screw" steel vessel, built in Collingwood, Out., in 1912, and
is 212 feet long, 38 feet wide, 15-3 feet deep; 1,161-42 gross, 606-61 net tonnage, has
174 horse-power, and a speed of 12 knots an hour.

At the beginning of the fiscal year, she was at the Wallace shipyard undergoing
repairs, left the yard on the 23rd May, proceeded to Seattle, U.S., on the 27th, sailed
north to Askew and Triple islands to establish acetylene beacons, charged gas buoys
in Queen Charlotte sound and other northern waters, landed supplies and building
material. After conveying the Minister of Marine and Fisheries and party from
Prince Rupert and back, she returned to Victoria on September 10. Prom the 17th
of September until the 2nd of January, 1914, she was on the west coast delivering
supplies, lifting and overhauling buoys, and conveying workmen.

On the 2nd of January, she conveyed the superintendent of lights on an inspec-
tion trip to the west coast, delivered a new motor life-boat at Ucluelet and a life-boat
at Clayoquot, landed the inspector of lights at several stations, delivered supplies,
picked up and recharged buoys and, on the 12th of January, left for Vancouver to
undergo annual overhaul.

Quadra.

The Quadra is a screw steel vessel, built in Paisley, Scotland, in 1891. She is
174-5 feet long, 31-1 feet wide, 13-6 feet deep; 265 net, 573 gross tonnage, and 120
nominal horse-power.

She is in the lighthouse and buoy service, and at the beginning of the fiscal year
was under the direction of the resident engineer, laying out new work at Rose Spit,
Separation Point, Masset, and cape St. James. She landed stores at T^angara light-
house, placed a gas buoy at Dead Tree point, shifted Lawn Hill buoy to new position,
transferred beacon from Kola point to Danger rock, and recharged gas buoys in
vicinity of Prince Rupert. She proceeded to Channel rocks and placed a large gas

1.4 MARINE AND FISHERIES

5 GEORGE V., A. 1915

buoy there, and from the 2nd to the 24th of June was landing annual supplies at the
Gulf stations, after which she was laid up for repairs until the 4th of August, when
she began recharging the automatic lights in the gulf of Georgia, and continued the
buoy service there until the 26th of August, when she left for the north, took aboard
the commander of the marine service at Prince Rupert for an inspection trip to
Queen Charlotte islands to choose a site for a life-saving station. A lightkeeper and
supplies were landed at Langara island, and materials at Massett light.

From October 21 until November 10, she was occupied in .shipping, painting, and
overhauling buoys from Queen Charlotte sound to Victoria, then proceeded to northern
waters to refill acetylene beacons and buoys from Alaska to Queen Charlotte sound,
carried workmen to cape St. James to complete tower, erect lantern, and instal
apparatus and keeper, and returned to Victoria.

She left Victoria on the 7th of March, replaced Colburne passage buoys, landed
supplies at Ballenas, and continued operations in those waters until the close of the
fiscal year.

Leehro.

The Leebro is a wooden steam vessel, built at Victoria, B.C., in 1908, and is 123-5
feet long, 28-8 feet wide, 11-1 feet deep; 198 net, 324 gross tonnage, and 23 horse-
power.

She was chartered by the department from the Crescent Shipping Company,
Limited, of Victoria, B.C., during the year, and was employed in the lighthouse and
buoy service under the control of British Columbia Agency.

On the 2nd of April, she began to remoor Sand Heads lightship, recharge gas
buoys, which she continued until the 15th, when she was employed in painting moor-
ings of Active Pass bell buoy, painting Snake Island buoy, overhauling buoys in Van-
couver harbour until the 30th, when she sailed to the west coast with coal oil and
other lighthouse supplies. She continued under the charge of the inspector of lights
until the 5th of June, when she went to Vancouver, attended to buoys, and left for
the west coast with construction materials and men on the 19th of June, continued
work there until the 3rd of September, when she sailed to cape St. James and the
wireless stations at Pachena, Estevan, and Triangle island with supplies.

On the 19th of November, she landed machinery at Discovery island, replaced
buoys in vicinity of Sidney, and on the 1st of December began to land supplies and
private stores for west coast stations, transferred lightkeepers at cape Beal station,
and continued landing supplies, building beacons until the 19th of March, when she
sailed for Triangle island with wireless supplies and operators; returned to Victoria
and was reloading at Victoria at the close of the fiscal year.

G miner.

The Grainer is a wooden steamer, built in Victoria, B.C., in 1909, and is 100-5
feet long, 33-0 feet wide, 8 feet deep; 88 net, 144 gross tonnage, and 19 horse-power.

She was chartered from the Butler Freighting and Towing Company, of Victoria,
B.C.

At the beginning of the fiscal year the Grainer was recharging acetylene beacons
in the gulf of Georgia. She transferred acetylene beacons from First Narrows,

REPORT OF THE DEPUTY MINISTER 15

SESSIONAL PAPER No. 21

Burrard inlet, to Senans island. From the 28th of April to the 4th of July, she carried
machinery from Victoria to First Narrows fog-alarm station, and loaded buoys at
Active Pass for Victoria, after which she sailed with coal for Lennard island fog-
alarm, and replaced crossing buoys in Clayoquot sound.

MONTREAL DIVISION.

Dollar d.

The Dollard is a twin-screw steel vessel, built in Kingston, Ont., by the Colling-
wood Shipbuilding Company, Ltd., in 1912, and is 170 feet long, 31-6 feet wide, and
15-6 feet deep. She is furnished with two steel boilers, Scotch type, each of 180 pounds
to the square inch pressure, and furnaces fitted to burn coal or oil fuel, two triple
expansion engines, the cylinders of which are 12£, 21, and 34 inches diameter, and 21-
inch stroke.

She was employed in the light and buoy service under the directions of the Mont-
real agency of this department during the fiscal year.

Shamrock.

The Shamrock is a single-screw wooden vessel, built in Quebec in 1894, is 117-3
feet long, 25 feet wide, 9-7 feet deep; 237 gross, 161 net tonnage, and 61 horse-power.

She is employed in the lighthouse and buoy service under the control of Montreal
agency.

Yercheres.

The tug Vercheres was in the Montreal lighthouse and buoy service during the
year.

Acetylene.

The Acetylene is generally employed attending the gas buoys under the control
of Montreal agency.

Maggie May.

The Maggie May was chartered from Thomas Weir, Esq., of Chute au Blondeau,
Que., during the season of navigation in the Ottawa river, where she was employed
in the buoy service under the control of Montreal agency.

ONTARIO DISTRICT.

Scout. • f.

The Scout is a wooden, single-screw vessel, 103-6 feet long, 25-6 feet wide, 9-2 feet
deep; 70 net, 176 gross tonnage, and 27 horse-power.

She is employed in the lighthouse and buoy service in the upper St. Lawrence
river.

Simcoe.

The Simcoe is a steel twin-screw vessel of 217 nominal horse-power, built by Swan,
Hunter & Wingham, Richardson, Ltd., Newcastle-on-Tyne, G.B., in 1909, and is 180
leet long, 35-2 feet wide, 15-5 feet deep; 913 gross and 438 net tonnage.

16 MARINE AND FISHERIES

5 GEORGE V., A. 1915

She is employed in the lighthouse and buoy service on the Great Lakes and
Georgian bay.

Lambton.

The Lambton is a single-screw steel vessel of 89 horse-power, built in Sorel, Que.,
in 1909. She is 108 feet long, 25-1 feet wide, 12-7 feet deep; 324 gross, 182 net
tonnage.

The Lambton is in the lighthouse and buoy construction and superintendence
service, under the direction of the Chief Engineer's Branch.

From the beginning of the fiscal year until the 13th of May, she was employed
by the agent of the department at Parry Sound. While there some repairs had been
made to her cabins and other parts.

She was then used in the construction service until the close of navigation, when
she was laid up at Parry Sound, where repairs were made to her decks, engine room,
machinery, galley, hawse pipes, and boats; and the ship painted and made ready for
next season's work.

Grenville.

Tenders were invited for the construction of a steamer to take the place of the
Scout in the buoy service on the Upper St. Lawrence river. A contract was signed
by the Poisons Iron Works to build a single-screw steel steamer for the sum of
$173,199, to be delivered at Prescott in 1914.

The leading dimensions of this steamer are to be 164 feet long over all, 155 feet
between perpendiculars, 30 feet wide, and 13 feet deep.

The vessel is to be fitted with water ballast tanks and water-tight compartment
bulkheads.

The engine to be triple expansion, developing 900 indicated horse-power, and
Howden's forced draught system. Scotch tubular boilers are to be used, with a work-
ing pressure of 180 pounds to the square inch.

New Icebreaker.

Plans and specifications were prepared for an icebreaking steamer for the depart-
ment. Tenders were invited, and a contract entered into on the 18th of March, 1914,
with the Canadian Vickers, Limited, of Montreal, to build a steel twin-screw ice-
breaking steamer for the sum of nine hundred and ninety-eight thousand five hundred
and eighty-three dollars ($998,583). This contract includes hull, engines, boilers, and
auxiliary machinery.

The leading dimensions will be 292 feet in length over all, 275 feet between per-
pendiculars, 57 feet 6 inches extreme breadth, 32 feet in depth, and a draught of 19
feet.

The propelling engines will be two sets of triple-expansion surface-condensing
engines with working parts 60 to 35 per cent in excess of Lloyds requirements. The
boilers to be two double ended and four single ended Scotch boilers, allowing a work-
ing pressure of 180 pounds of steam per square inch.

REPORT OF THE DEPUTY MINISTER 17

SESSIONAL PAPER No. 21

The hull will be divided by transverse and longitudinal water-tight bulk-heads.

The steamer is to be built under Lloyds special survey and in accordance with
the Dominion Steamboat Inspection Act, and is to class 100 A.l at Lloyds.

The contract is to be completed and vessels delivered at Quebec on or before the
30th of November, 1915. A fuller description of the icebreaker will appear in the
annual report after her construction.

It is contemplated to use the steamer in the St. Lawrence river during winter to
prevent ice jams, and for winter navigation purposes.

REPORT OF THE QUEBEC SALVAGE AND WKECKING COMPANY.

The entire plant has been held available for services from the opening to the close
of navigation on the St. Lawrence river during the above mentioned period with a
complete staff of wreckers and divers. Following operations have been performed: —
1912.

May 24, ss. Ultonia assisted vessel from Quebec to below the traverse.
September 25. Barge Zapotec sunk at 'Bersimis, floated her and brought her to

Quebec.
October 6. ss. Bengore Head went to assistance and stood by her from Strait of

Belle Isle to Quebec.
October 19. Barge OmaJia towed her off from Bersimis.
October 31. ss. Bellona sunk at Lower Traverse, floated her and brought her to

Quebec.
November 6. ss. Royal George ashore at St. Lawrence point, supplied her with

pumps, pulled her off and brought her to Quebec.
November 10. ss. Gladstone ashore at St. Lawrence point, supplied her with

pumps, pulled her off and brought her to Quebec.
1913.

May 31. ss. Floriston sunk at Pointe Platon, supplied her with pumps, lifted her

and brought her to Quebec.
June 24. ss. Cruizer sunk at St. Catharine's bay, floated her and brought her to

Quebec.
July 29. ss. Lady of Gaspe sunk off Cap de la Madeleine patched up hole 9 x 20

feet under water, lifted her and brought her to Quebec.
September 16. ss. Whdkatane. This ship ran into Gilmour's wharf where she

landed with her foreship, towed her off and brought her to Quebec.
October 16. ss. Empress of Ireland rendered diver's services clearing propellor.

METEOKOLOGICAL SEKYICE.

During the past fiscal year, the study of agricultural meteorology under Mr. B. W.
Mills, B.S.A., has been inaugurated, and valuable practical results are anticipated.

Reports from 657 stations have been received at the central office — an increase of
eighty over last year. The number of persons who received remuneration was 322;
of this number thirty-six were at the central office — an increase of eighteen over last
year.

21—2 R— 4

18 MARINE AND FISHERIES

5 GEORGE V., A. 1915

Weather charts were compiled twice a day during the year, based on reports from
thirty-nine stations in Canada, 100 from the United States, five from Newfoundland,
and one from Bermuda.

Forecasts based on those reports and those of British Columbia were published in
bulletin form, posted in conspicuous positions in important centres of commerce, sent
by telegraph and telephone lines to nearly all Canadian newspapers; and storm warn-
ings issued to all stations in Canada and four in Newfoundland, of the 2,271 warn-
ings thus issued 95 per cent were verified.

Phenological statistics of a valuable nature have been collected, records of mag-
netic elements secured without interruption, and careful observations made of declen-
sion, horizontal force, and inclination.

Assistance and instruction were given surveyors in the use of the total force
instruments; and index corrections for magnets attached to eighty-eight surveyors'
theodolites determined. Seventy-one determinations for time, by transit of stars, and
eleven solar transits were made, the position of the stars taken from the American
Ephemeris and Berliner Jahrbuch and collimation error, of transit instrument
determined.

Owing to the increased demand made on the time service, a large magnet clock
of four circuits and capable of controlling 120 secondary clock units, and a new mean
time clock are being installed in the main building to be used in giving time over
telephone and in synchronizing clock systems. Time has been exchanged between
Toronto, Montreal, Quebec, and St. John, and a table denoting difference, compiled.
Solar observations were taken on 144 days, spots were seen on fourteen days, and
maps made showing the positions of spots.

The total number of earth disturbances recorded by the Milne seismographs at
Toronto and Victoria, B.C., was 105 and 98 respectively, the one on February 10 being
felt severely in Eastern Canada, New England and New York state.

To facilitate meteorological and seismological research in British Columbia, a
small observatory was erected on Gonzales hill, near Victoria, and a meteorological
office opened in Vancouver.

Sixty-eight climatological stations have been opened through Canada during the
year — twenty-two in British Columbia, nineteen in Alberta, twenty in Ontario,
eighteen in Quebec, four in New Brunswick, three in Nova Scotia, and one in Prince
Edward Island.

The director of the Quebec observatory reported that regular observations were
taken, that instruments were in good order, and air hygrograph and self-ecording
rain gauge installed. Bulletins were regularly issued, posted, published in newspapers,
and transmitted to leading centres by telegraph and telephone lines. Standard stars
were observed, the correct time given by means of the time ball, the noon gun, and by
telephone. Chronometers were rated, barometers compared and adjusted.

The director of the St. John, N.B., observatory reported that all instruments were
in good condition, that regular observations have been taken and transmitted, requests
for statistical and cl imatological information answered, weather bulletins daily printed,
posted in prominent positions, and copies sent by mail, by telegraph, and by telephone
lines. Time observations were taken with the meridian telescope on clear nights,

REPORT OF THE DEPUTY MINISTER 19

SESSIONAL PAPER No. 21

results recorded on the chronograph, and errors of the sidereal clocks computed. Wire-
less time signals were sent by the automatic apparatus at Oamperdown, N.S., to
navigators within range of that station.

MONTREAL HARBOUR COMMISSION.

The commission is composed, as last year, of Messrs. W. G. Ross, Farquhar
Robertson, and A. E., Labelle, whose report presents in a concise and convenient
form the chief features of the past year's operations.

Navigation opened much earlier than in 1912. The first vessels of the Richelieu
and Ontario Company's steamers, the Longueuil and Boucherville, arrived in port on
the 10th of April, and the first ocean steamer, the Sohopo, arrived on the 21st of April.

In accordance with the recommendation of the Public Service Commission, a
comptroller's department was organized that has full control' and responsibility of all
accounting and cost records of every department, the preparation of bills, the certify-
ing of vouchers, time-keeping, and store records.

A harbour police department was organized to work in conjunction with the city
police for the better protection of life and property on the water-front.

La Compagnie Generale Transatlantique opened communication between Havre,
France, and Montreal; the La Touraine making two trips on that route; additional
steamers were added to other lines.

In the commissioners' railway traffic department a decrease of 2,000 cars from
the previous year was caused by the decrease in the quantity of apples, lumber, and
hay shipped; but the business done at the sheds shows an increase of 12 per cent over
that of the previous year.

GRAIN ELEVATORS.

Steps have been taken to increase the capacity of elevator No. 1 from 1,000,000
to 2,500,000 bushels, and the work is nearly completed.

The construction operations, however, were not allowed to interfere with the
receiving and shipping of grain, as 15,554,282 bushels were received and delivered
during 1913. This, in addition to 20,819,055, bushels received and delivered by elevator
No. 2, and 7,459,933 transferred by the six floating elevators kept in commission, make
a total of 43,833,270 bushels.

Employed in the conveyance and transfer of this grain were 1,827 cars, 548
steamers, and 638 barges. Of this amount, 43,349,291 bushels were shipped during the
year.

Shed No. 16 on Victoria pier was allotted to the " Canada Line," and tracks and
roadways were improved.

Two sheds to be known as sheds No. 24 and No. 25 are in course of construction
on the end of the market basin.

Shed No. 24 will be 264 feet long and 105 feet wide, and is designed for the use
of ocean and coasting vessels not requiring a larger shed. Shed No. 25 will be 484
feet long and 105 feet wide.

At the dry dock, all the reclamation work was completed, the approaches dredged
and the quay wall built.

2i— n

20 MARINE AND FISHERIES

5 GEORGE V., A. 1915

A new wharf is being built at Pointe-aux-Trembles for the accommodation of the
Cement Company and general traffic.

About 8 acres of dredging was done to a depth of 20 feet at L.W., south of St.
Helen's island, to allow the flow of water to pass between St. Helen's island and the
south shore, and 2 acres dredged to a depth of 10 feet at low water.

One dredge, No. 6, 104 by 39 by 10 feet 6 inches at bow; one derrick, No. 7, 88
feet by 31 feet by 9 feet 6 inches; one tug, Passe-Part out, 50 feet 6 inches by 12 feet
by 7 feet 7 inches over all; and three scows were added to the plant during 1913.

The wharves, roads, lamps on wharves, and channels were kept in efficient repair.

The floating crane was in operation 127 days, making 422 lifts weighing 6,77l|
tons.

The extent of wharves owned and operated by the harbour commission at the end
of the season was, 3-859 miles of 30 feet depth of water alongside; 2-627 miles of 25
to 27 feet; 0-666 mile of 20 feet and under; total, 7-152 miles. And the grand total
length of railway tracks in use was 37-9 miles.

The total amount received on revenue account was $1,361,964.06 — an increase of
.$312,652.56 over that of the previous year. Besides this there was received $1,940,000
from the Dominion Government.

The expenditure on revenue account for the same period was $1,352,636.36, and on
capital account, $2,461,794.62.

The debenture debt was $21,522,000— $1,672,000 of which is to the public and
$19,850,000 to the Dominion Government — all bearing 3-344 per cent interest.

QUEBEC HARBOUR COMMISSION.

Many improvements have been made during the year. The bulkhead wall on
Princess Louise embankment was begun, the " Long wharf " in Indian cove repaired
and tracks laid upon it for a travelling derrick, and other improvements made. A
wharf 160 feet long was built on the Quarry property, compressor plant and locomotive
crane installed.

Two powerful dredges, six dump scows, and two tow boats were purchased.

A grain elevator having 1,000,000 bushels capacity is being built on the Louise
Embankment. It is fireproof and will have marine tower, conveyer gallery, a dryer,
and a self-contained floating elevator.

The car ferry terminals have fyeen improved, 7,000 feet of track laid, and sheds
improved. Two coal-discharging towers have been built on the wet dock.

The railway traffic on the commission's property was reorganized on the 1st of
July, 1913, and put in charge of the traffic department, which uses three powerful
switching locomotives for that purpose.

The number of vessels which entered the St. Charles docks and wharves was 413,
having a total tonnage of 1,997,111 registered tons.

The harbour was open all winter, and ferry boats made regular trips. The report
of the Quebec Harbour Commissioners forms an appendix to this report.

The revenue was $232,334.73, the expenditure chargeable to revenue was
$229,307.90. The expenditure on capital account was $2,843,153.58.

REPORT OF TEE DEPUTY MINISTER 21

SESSIONAL PAPER No. 21

THREE RIVERS HARBOUR COMMISSION.

The number of ocean vessels which entered the harbour of Three Rivers during
the year 1913 was forty-three, with a registered tonnage of 104,373 tons. The United
States (principally canal barges) numbered 439, with 51,665 registered tons, while the
Canadian inland water vessels entered, were 689, with 130,644 registered tons — making
a total of 1,171 vessels with 286,682 registered tons.

The principal imports were 89,652 tons hard and 12,455 tons soft coal, 10,400 tons
sulphur, 1,017 tons pulp, 3,658 cords pulpwood, and 2,999,500 brick; and the prin-
cipal exports, 45,581,000 feet of lumber, 32,389 cords pulpwood, 140,600 tons sand,
2,805 tons wood pulp, 622 tons concrete beams, and 1,911,000 laths.

The total receipts amounted to $21,233.11, the total expenditure was $17,984.17V
and the amount in fund, $28,569.28.

NORTH SYDNEY HARBOUR COMMISSION.

A roadway has been built, and much grading done on the breakwater property
owned by the commission.

The amount of coal shipped during the year was 481,449 tons, and of iron ore,
127,560 tons; 8,260 tons of general merchandise were imported during the year.

The receipts amounted to $5,415.75 ; the expenditure to $4,906.49, and the balance
on hand to $509.26.

PICTOU HAEBOUR COMMISSION.

The work principally done by this commission consisted of attending to, placing,
and removing buoys, bushing the East river, and removing obstructions.

The collections from vessels on account of revenue were made at the custom-
house, Pictou, and amounted to $1,409.67, and the expenditure of the commissioners
to $285.56, leaving a balance of $1,124.11. •

TORONTO HARBOUR COMMISSION.

The report of 1912 referred to the change made in the administration and develop-
ment of Toronto harbour. The preliminary arrangements were chiefly described in
the report of last year, but in the report of this year the progress made in develop-
ment and extension of the property under control of the harbour commissioners are
fully described.

The importance of the undertaking may be realized by the fact that a contract
was entered info by the commissioners for dredging, filling in, and reclamation in the
proposed Industrial District and elsewhere, at a cost of $3,950,000, with the option of
increasing the extent of the work, from time to time, at the same cost per unit figure.

The Public Works Department of the Dominion Government has also made a
contract for construction of a breakwater from Woodbine avenue to the eastern channel
of the lake front, and for another breakwater to extend from the Humber river to the
western channel on the western lake front.

The Government has also undertaken the construction of lift bridges across the
eastern and western channels and over the ship channel at the industrial section.

22 MARINE AND FISHERIES

5 GEORGE V., A. 1915

The 5Tonge Street dock, formerly under lease, was made a public dock for moorage
purposes, Landing, and shipping articles carried by vessels. A system of supervising
the landing of goods, and storing them, was adopted at the public dock, and a tariff
of tolls put in force.

An arrangement was made with the life-saving service of the Marine Department
for aid from the Toronto life-saving station.

Advantageous arrangements were made for the exchange of property with the
Canadian Pacific Railway, with a view of acquiring the control of the water-front.
Riparian rights were secured in Ashbridges bay with the same object.

Steps were taken, leading to the construction of a viaduct across the railway
tracks along the water-front.

Plans were made and adopted for a transportation system by radial railways to
and from docks and the properties under control of the Harbour Commissioners; land
and hydrographical surveys and special surveys for water data were made. Dredging
was done and wharf construction was carried on, and plant was purchased for these
operations.

The detailed report embracing all transactions is published as an appendix to
this report. The report contains a statement of receipts amounting to $1,236,070.39,
including a debenture loan. The expenditure for all purposes amounted to
$1,241,272.75 for the year 1913. The expenditure by the Public Works Department is
not included.

BELLEVILLE, ONT., HARBOUR COMMISSION.

The imports for the year ending the 31st December, 1913, consisted of 16,671 tons
of coal, 76,000 feet of lumber, and 940 tons of general merchandise, the revenue from
which was $1,764.90.

The exports for, the same period were 881 barrels of oil, 1,524 tons merchandise,
and 1,050 tons of cheese, the revenue from which was $283.83. The total revenue,
therefore, was $2,048.73. The balance on hand from previous year was $451.93, making
a total revenue account of $2,500.66.

The total amount in the bank to the credit of the sinking fund was" $4,907.60.

STEAMBOAT INSPECTION.

Two appointments have been made in this branch of the service during the fiscal
year. Mr. Thomas R. Ferguson, inspector of Dominion steamers, was appointed
chairman of the board of steamboat inspection from the 1st of April, 1913, and Mr.
Denis J. Murray was appointed inspector of boilers, machinery and ships' tackle at
Halifax, N.S.

Mr. Frank McDonnell, assistant chairman, left Ottawa on the 28th of October,
t913, to attend the International Conference on Safety of Life at Sea, held in London;
England.

The rules governing the inspection of boilers and machinery were discussed at
several meetings held by the board of steamboat inspection with the object of deter-
mining their correct interpretation.

REPORT OF THE DEPUTY MINISTER 23

SESSIONAL PAPER No. 21

The total number of vessels inspected, owned, or registered in the Dominion was
1,921, with a gross tonnage of 604,036 tons. The number owned or registered else-
where was 185, total gross tonnage 252,414 tons. Number of vessels not inspected
was 335, total gross tonnage 41,735 tons. The total number subject to inspection when
in commission was 2,441, total gross tonnage 898,207 tons. The number of vessels
added was 151, with a gross tonnage of 54,928 tons. The number lost or destroyed
was 55, total gross tonnage 23,463 tons. The total fees collected on account of inspec-
tions and examinations of engineers was $5,197.96.

LIST OF INSPECTORS.

Boilers and Machinery.

N. A. Currie, Halifax, N.S. J. B. Stewart, Toronto, Ont.

D. J. Murray, Halifax, N.S. G. M. Arnold, Toronto, Ont.

C. E. Dalton, St. John, N.B. E. W. McKean, Collingwood, Ont.

J. H. Fontaine, Quebec, Que. W. J. Vigars, Port Arthur, Ont.

F. X. Hamelin, Sorel, P.Q. G. P. Phillips, Kenora, Ont.

W. Laurie, Montreal, Que. B. Mantrop, Victoria, B.C.

J. E. Lunan, Montreal, Que. W. J. Cullum, Victoria, B.C.

T. P. Thompson, Kingston, Ont H. G. Robinson, Vancouver, B.C.

J. Dodds, Toronto, Ont. A. B. Hopper, Vancouver, B.C.

Hull Inspectors.

A. McDougall, Halifax, N.S. W. Evans, Toronto, Ont.

I. J. Olive, St. John, N.B. S. D. Andrews, Collingwood, Ont.

P. Duclos, Quebec, Que. F. P. Pickard, Victoria, B.C.
M. R. Davis, Kingston, Ont.

INVESTIGATION INTO WRECKS.

H. St. G. Lindsay, Dominion Wreck Commissioner, reported seven preliminary,
two departmental, and twenty-four formal investigations into causes of wrecks and
casualties in Canadian waters during the fiscal year.

Five masters, two engineers, two second engineers, and two pilots were cautioned
to be more careful in future. Six masters, two first and second officers, and one pilot
were censured. One master's, one first officer's, and one pilot's papers were suspended
for six months.

In ten investigations it was shown that no one was to blame. Two cases were
referred to foreign authorities for action.

WRECKS. AND CASUALTIES OF SEA-GOING AND INLAND WATERS VESSELS REPORTED.

The total number of wrecks reported as having occurred to Canadian vessels in
foreign waters and to vessels in Canadian waters during the fiscal year was 289. Of
this total, 218 were partial (164 sea-going and 54 inland waters). The total wrecks
were 71- (50 sea-going and 21 inland waters).

The tonnage affected was 313,819-55 registered tons, 159,444-27 of this total being
sea-going partial wrecks, 83,609-36 tons inland waters partial wrecks and 27,279-56
tons inland waters total wrecks.

Sixty-six sea-going and twenty-six inland waters vessels, having a total tonnage
of 103,859-34 tons, did not report the amount of loss suffered in partial wrecks, and
twenty sea-going vessels and ten inland waters vessels are reported to have suffered no
loss.

24 MARINE AND FISHERIES

5 GEORGE V., A. 1915

The total loss in vessels and cargoes reported was $2,087,867.99. Of this total,
$1,396,827.97 was in sea-going vessels and $691,040 in inland waters vessels.

The amount of loss reported as having been caused by partial wrecks and casual-
ties was $389,855.65 in sea-going and $175,340 in inland waters vessels and cargoes;
$906,972.92 in sea-going and $515,700 in inland water total wrecks.

The total loss of life is reported as 160.

MASTERS AND MATES CERTIFICATES.

EASTERN DIVISION.

During the fiscal year ending 31st March, 1914, 265 candidates were examined,
thirteen for sea-going masters' certificates, forty-nine for coasting masters', sixteen for
inland waters masters', sixty-five for minor water masters' and eight for temporary
certificates were examined.

In the same division, fifteen were examined for sea-going first mates' certificates,
and sixteen for sea-going second mates' certificates, sixty-two for coasting mates'
certificates, and twenty-one for minor waters mates' certificates.

Fifty-four candidates failed: four for masters' sea-going certificates, seven for
coasting, six for inland waters, and seven for minor waters masters' certificates; five
candidates for mates and four for second mates' sea-going, ten for coasting, five for
inland waters, and six for minor waters mates' certificates.

Nineteen underwent the sight test.

WESTERN DIVISION.

In the western division, 312 candidates were examined, one for sea-going masters"
certificates, fifty-two for coasting, sixty-two for inland waters, twenty-three for minor
waters, and twenty-one for temporary certificates for masters, six for sea-going mates,
seven for sea-going second mates, fifty for coasting, sixty-two for inland waters, and
twenty-eight for minor waters certificates for mates. Eight underwent the sight tests.

Fifty-three candidates failed : five for coasting masters', ten for inland waters, one
for minor waters masters' certificates; eighteen for coasting, ten for inland waters,
and nine for minor waters mates' certificates; the number that underwent the sight
test was fourteen.

The total number of certificates issued during the year was 491, classified as
follows : 276 to masters, 196 to mates, and 19 to second mates.

NAVIGATION SCHOOLS.

Six schools were in operation during certain portions of the year. The school
at St. John, N.B., being started during the year, did not have regular sessions or
attendance and therefore is not included in the list of total attendance.

REPORT OF THE DEPUTY MINISTER

SESSIONAL PAPER No. 21

The following table shows where schools were held, the name of instructor, the
number of sessions held, the total and average attendance at each school: —

Locality.

Instructor.

No. of days .

Total.
Attendance .

1,239
147
177

Average.

Quebec, Que

North Sydney, N.S.. . .

Capt. P. L. Lachance

240

27
31

• 5

H Jas. Sutherland

• 5

Yarmouth, N.S

St. John, N.B

i. J. E. Murphy

ii Rufus Cole

• 5

Collingwood, Ont

Vancouver, B.C

„ Geo. C. Coles

„ Chas, Eddie

32
17

588
298

•18+
17

Total

347

2,449

706

SHIPPING AND DISCHARGING OF SEAMEN.

According to the eighty-four returns sent in by shipping masters during the year
ending 31st December, 1913, 16,971 seamen were shipped, 13,046 discharged, and the
sum of $1,304.65 was collected as fees, which are retained by shipping masters.

The list of ports, the number of seamen shipped, the number discharged and the
amount of fees collected in each province follows : —

—

No. of
Returns.

Seamen
Shipped.

Seamen
Discharged.

Amount.

Quebec

New Brunswick

Nova Scotia

2
11
57

1,199
2,026
8,360
373
5,017

1,615
778

6,776
115

4,465

$ cts.
1,084 00
1,312 00
6,253 30
219 90

Prince Edward Island

British Columbia

4,177 45

16,975

13,749

13,046 65

PILOTAGE.

Thirty-one pilotage authorities sent in returns — twelve in Nova Scotia, twelve in
New Brunswick, one in Prince Edward Island, two in Quebec, and four in British
Columbia.

There are 124 commissioners, 302 pilots, and 54 apprentices on the lists, and 7,380
vessels paid pilotage to the amount of $483,497.76 during the year.

A tabulated statement which precedes appendix No. 15 shows some of the particu-
lars respecting pilotage districts.

SICK AND DISTRESSED MARINERS.

Under the provisions of the Canada Shipping Act, chapter 113, part 5, s. 384, R.S..
dues of l£ cents per ton, registered tonnage, are levied on every vessel entering any
port of the provinces of Quebec, Nova Scotia, New Brunswick, Prince Edward Island,

26 MARINE AND FISHERIES

5 GEORGE V., A. 1915

and British Columbia. The money thus collected forms the " Sick Mariners' Fund."
jels of the burden of 100 tons and less pay duty once in each calendar year, and

vessels of more than 100 tons, registered tonnage, three times in each year.

The officers and seamen of all fishing vessels not registered in Canada do not pay

sick mariners' dues nor participate in the benefits accruing therefrom, but such vessels

registered in Canada may pay dues and participate in the benefits; and if of more

than 100 tons," only for the voyage at the beginning of which payment has been made;

such vessels shall enjoy the same rights and benefits as are enjoyed by vessels which

pay dues and are not engaged in fishing.

The Act, chapter 113, Canadian Shipping, does not apply to the province of

Ontario, so no dues are collected from vessels in that province.

PROVINCE OF QUEBEC.

At the port of Quebec, sick mariners are cared for at the Jeffrey Hale and Hotel
Dieu hospitals, at a per diem allowance of $1.50 for each seaman, including medical
attendanace and board.

At the port of Montreal, sick mariners are cared for at the General and Notre
Dame hospitals, the charges at each institution being $1.50 a day, including board and
medical attendance. Infectious and contagious diseases are attended at the Alexandra
and St. Paul hospitals.

At the port of Three Rivers, sick mariners are cared for at the St. Joseph's
hospital, per diem rate, 90 cents for each seaman. The medical officer receives $350
per annum for his services.

At the port of Chicoutimi, sick mariners are cared for at the St. Valier hospital;
rate, $1.20 a day for each seaman, including treatment and board.

At the port of St. Johns the mariners are attached at the St. Johns hospital; rate,
90 cents a day. The medical officer receives a salary of $600 a year.

At the ports of Rimouski, Montmagny, Sorel, and Riviere-du-Loup, sick mariners
are attended at the local hospitals, and the medical services are rendered by the port
physician.

PROVINCE OF NOVA SCOTIA.

Marine hospitals are maintained at Louisburg, Lunenburg, Sydney, and Yar-
mouth.

At the port of Halifax, sick mariners are cared for at Victoria General hospital;
rate, $1.50 a day, including board and treatment. Contagious cases are treated at the
City Isolation hospital.

At Pictou, sick mariners are taken to the Pictou Cottage hospital; rate, $1 a day.
The medical officer is paid a yearly salary of $400.

At North Sydney, sick mariners are attended at the Hamilton Memorial hospital;
rate, $1 a day. The medical officer receives a salary of $750 a year, including drugs
supplied.

At Windsor, sick mariners are treated at the Payzant Memorial hospital; rate,
$1 a day. The medical officer receives a salary of $120 a year.

REPORT OF THE DEPUTY MINISTER , 27

SESSIONAL PAPER No. 21

At Amherst, sick mariners are treated at the Island View hospital; rate, $4.50
a week. The medical and surgical services are rendered by the port physician.

At Parrsboro and vicinity, sick mariners are taken to the Cottage hospital at
Springhill; rate, $1.50 a day, including all costs.

At the port of Digby, sick mariners are treated in designated hospital; rate, $3
a week, besides a salary of $50 for the caretaker. The medical officer receives a salary
of $250 a year.

PROVINCE OF BRITISH COLUMBIA.

At Victoria, sick mariners are treated at the St. Joseph's hospital; rate, $1.40 a
day. The medical officer receives a salary of $600 a year.

At Vancouver, sick mariners are treated at the St. Paul hospital; i\.t » $1.50 a
day, including all costs.

At Nanaimo, seamen are treated at the Nanaimo hospital; rate, $1 a day. The
medical officer receives a salary of $600 a year.

At New Westminster, sick mariners are taken to the Royal Columbia hospital ;
rate, $1 a day.

At Chemainus and Ladysmith, sick mariners are treated in the local hospitals at
the rate of $1 a day, besides medical and surgical services.

At Prince Rupert, sick mariners are treated in the Prince Rupert General
hospital; rate, $2 a day.

PROVINCE OF M:\\ BRUNSWICK.

A marine hospital is operated and maintained at Douglastown for sick mariners
arriving at Chatham, Newcastle, and vicinity. The medical officer receives a salary
of $450 a year, and the keeper $250 a year.

At St. John, sick mariners are treated in the General Public Commissioners'
hospital; rate, $1.50 a day, including all costs.

At Campbellton, treatment is given at Hotel Dieu hospital; rate, $5 a week. The
medical officer receives a salary of $350 per annum.

At Moncton, sick mariners are treated at the Moncton hospital; "rate, $4 a week.
The medical officer receives a salary of $200 a year.

PROVINCE OF PRINCE EDWARD ISLAND.

At Charlottetown, sick mariners are treated in the Charlottetown and Prince
Edward Island hospitals ; rate, $1.50 a day, including all costs.

At Summerside, sick mariners are treated at the Prince County hospital, rate,
$1 a day. The port physician receives a salary of $250 a year.

Where no hospital is maintained in any port of the maritime provinces, Quebec, or
British Columbia, the collectors of customs are authorized to care for sick mariners
entitled to receive the benefits of the fund.

MARINE AND FISHERIES

5 GEORGE V., A. 1915

Statement of receipts and expenditure on account of " Sick and Distressed Sea-
men " from the fiscal year 1904 to 1913, both inclusive : —

—

Receipts.

Expenditure.

1904

$ cts.

61,778 29
58,372 34
60,183 90
44,704 59
69,364 45
53,732 31
55,567 41
60,637 11
63,663 41
70,540 52

$ cts.
50,801 78

1905 . .

51,000 18
50,120 42
34,362 11
59,957 92
66,349 26
54,859 50

1906

1907

1908 . .

1909

1910.

1911.

54,779 27
52,172 75
54,294 71

1912

1913

Total amount of salaries paid to medical officers during [the year 1913-14 was
$14,897.50.

Number of seamen treated was 3,245, compared with 3,187 in the preceding year,
while the number of days of hospital treatment was 22,140.

Number of vessels which paid sick mariners dues during the year 1913-14 was
3,062, and the number of men employed on these vessels, 59,250.

POET WAEDENS.

Fifteen port wardens reported the transactions in connection with their offices
during the year; seven of the reports are from Nova Scotia, three from New Bruns-
wick, two from Quebec, three from British Columbia.

The services rendered consisted of surveys of hatches, cargoes, and hulls; the
surveys of hulls were principally for seaworthy certificates, and the surveys of cargoes
to estimate damage received on the voyages; the hatch surveys were made to ascertain
the condition of the cargoes on arrival.

In the case of Montreal, the port warden's report induces shipments of grain
and other products, and the time of the opening and closing of the season of naviga-
tion. ,

The fees collected by the port wardens who reported amounted to $15,059.72;
these fees are according to the Port Wardens' Act, which regulates the charge for the
kind of surveys made; in some instances not exceeding $8, and in others not exceed-
ing $20.

A detailed statement of shipments, receipts and expenditures will be found in the
returns of the Board of Trade for the port of Montreal.

REPORT OF THE DEPUTY MINISTER

SESSIONAL PAPER No. 21

LIST OF PORT WARDENS WHO MADE RETURNS AND THE AMOUNT OF FEES COLLECTED.

Port.

Port Warden.

Fees.

Annapolis, N.S

Chatham, N. Pi

Halifax N.S.

Joseph Malleson

M. A. Goggin

Neil Hall

$ cts.
Nil.

2,736 14

Louisburg, N.S

Moncton, N.B

D. J. Matheson

R. C. Bacon

112 00
Nil.

Montreal, P.Q

9,711 98
21 00

North Sydney, N.S

W. H. Kelly..

116 00

103 00

George H. Holbrook

12 50

Quebec, P.Q

St. Andrews, N. B

1,057 10

John Wren

Nelson H. Townsend

Charles E. Clarke

5 00

Sydney, (Intrl. Pier.) N.S

Victoria B C

600 00
432 50

Yarmouth, N.S.

R. M. Ferguson

152 50

15,059 72

CORRESPONDENCE AND RECORDS BRANCH.

The Records Branch of the department embraces the receiving and despatching
of letters. The letters and telegrams received are registered, numbered, stamped with
date received, indexed, placed on files, and the files charged and distributed to the
officers who take action upon the letters and telegrams. Copies of letters are placed
upon the files, and the files examined to ascertain if all letters have been answered or
acknowledged, and then they are discharged and placed in receptacles.

The registering of letters consists of entering the number of the file and a brief
synopsis of the subject of the letter; the indexing includes pages of personal names
in a book, and the card system, locality names, subjects, and vessel names.

The letters and telegrams despatched are copied in letterpress books and indexed.
The number of letters despatched during the year was 41,121. The increase in the
numbers of letters received and despatched during the last ten years shows the growth
of the work of the department and consequent increase of staff, as a whole, including
the Records Branch. An establishment record is maintained in this branch in which
the names of all employees of the department, with particulars of service, are recorded.

The letters received in 1901 numbered 18,741', and despatched, 13,000; while in
the past year 52,605 were received and 41,121 despatched.

LIVE STOCK SHIPMENTS.

The inspectors of live stock shipments at the port of Montreal report that 134
horses, 512 cattle, 97 mules, and 296 sheep were shipped to Great Britain from 1st of
May to 30th November, 1913.

No returns have been received by the department from the ports of Halifax and
St. John.

30 1/1 /.'/ \ /; .1 \ I) FISHERIES

5 GEORGE V., A. 1915
SAFETY OF LIFE AT SEA CONVENTION.

His Majesty's Government invited a number of maritime States to a conference
to be held in London in November, 1913, to consider the question of international
regulations for the safety of life at sea on board ships engaged in maritime traffic,
particularly passenger steamers.

Invitations were sent to Germany, Austria, France, United States of America,
Belgium, Denmark, Spain, Russia, Sweden, Norway, Italy, Holland, Canada, Aus-
tralia, and New Zealand, requesting the appointment of plenipotentiaries to take part
in the conference.

His Majesty's Government was impressed with the necessity of adopting more
effective means to secure the safety of life at sea. The investigation into the loss of
the Titanic revealed many defects, in the existing appliancs for saving life, and in the
construction of large passenger steamers that had met with accidents at sea resulting
in great loss of life.

Upon the recommendation of the Minister of Marine and Fisheries, and the Secre-
tary of State for External Affairs, I was appointed the representative of Canada to
the conference, with powers to sign a Convention at the conclusion of the conference

Before proceeding to London, I deemed it advisable to obtain opinions and sugges-
tions from steamboat owners, marine associations, agents, and others, familiar with
the rules, discipline, practice, and equipment generally applied, in accordance with
the then existing regulations in force under the laws relating to merchant shipping.
Eeady responses were received to the inquiries, containing valuable suggestions on
safety of life at sea.

For the purpose of consultation at the conference relating to technical details of
Canadian requirements, Mr. C. M. F. Duguid, Chief Naval Constructor to the depart-
ment, and Mr. Frank McDonell, Assistant Chairman of the Board of Steamboat
Inspection, accompanied me to London, and to this consulting staff was added Major
H. Maitland Kersey, Manager in Chief of the Ocean Service of the Canadian Pacific
Railway Company, resident in London.

To these, by reason of the intelligent participation in the deliberations of the
various committees, I am indebted for the prominent part that Canada was enabled to
take at the conference.

The department owes especial thanks to Major Kersey, who, at considerable sacri-
fice and without remuneration, was unfailing in his attendance at the committee
meetings, where his very extensive knowledge of all matter? relating to the construc-
tion and equipment of steamships was of very great advantage.

The conference held its first meeting in London on the 12th of November, 1913,
at which delegates from all the countries above mentioned were present.

Lord Mersey was chosen chairman, and general secretaries were appointed.

A programme was decided upon for a systematic investigation and consideration
of revised and improved regulations, to be known as International Regulations or*
Rules.

Five committees were appointed, and a principal subject assigned to each com-
mittee for its deliberation and conclusions, signified by its adoption of resolutions.
The five principal subjects were the safety of navigation, safety of construction, wire-

REPORT OF TEE DEPUTY MINISTER 31

SESSIONAL PAPER No. 21

less telegraphy, life-saving appliances, and the issuing of certificates to ships of the
Contracting States, which complied with the requirements of the Convention, to be
valid in all the countries, as evidence of compliance by the vessel with the Convention.

The committees were convened by chairmen, and discussed the subjects assigned
to them in all the necessary details considered relevant to the particular subject or
question.

The conclusions were embodied in resolutions adopted by each committee. Sessions
of committees were held almost daily, until all of the proposed regulations were con-
sidered ready for adoption by the conference as a whole, after the committees had
concluded their work.

The conference was re-convened by Lord Mersey, and summarized notes, prepared
by each committee, were read.

On the 20th of January, 1914, the regulations were agreed to unanimously, and
on the following day the document containing the regulations in full was signed by
the representatives from each country.

Minutes of each committee have been published separately, in English and
French, and the document termed the International Convention for the Safety of
Human Life at Sea, embodying all the new regulations proposed, with the names of
the signatories, has also been published in both languages. The latter publication
embraces all questions and matters pertaining to the proposed rules and regulations
to be observed, as the minimum of the standard of the Convention. Chapters under
the caption of each principal subject are subdivided by articles numbered consecutively
from the beginning of Chapter I to the end of Chapter V. By this simple arrange-
ment each chapter and the number of the article can be quoted in referring to any
particular regulation.

In this necessarily brief report, only the main features of the conference are
described, and that in a general way. Brief references to the subject-matter of each
chapter of the regulations will doubtless be interesting to shipping men concerned in
safety of life and to the public travelling by water.

Certificates to ships, issued by countries agreeing to the Convention, will have
their value in showing that the ship has complied with the requirements of the Con-
vention, or a system approved by the Administration of a participating State equally
effective, or surpassing the Convention.

Navigation as applied especially to the dangers met with in ocean traffic, particu-
larly in the North Atlantic, viz., icebergs and derelicts, was extensively considered.
Patrolling the North Atlantic ocean is proposed with a view of warning ocean-going
vessels, by wireless telegraphy, of the vicinity of icebergs, also reporting the localities
of derelicts and destroying the same.

The proposal to place this service under the control of the United States, with
certain countries contributing to the cost, is one of the provisions of the Convention.
In addition, vessels aware of dangers of this class are supposed to warn other vessels
on the ocean, by means of an approved code.

The chapter on safety of construction divides vessels into two classes, vessels
existing and vessels to be built after the Convention goes into effect. Construction
of vessels with regard to safety being a technical matter, is involved in many compli-

32 MARINE AND FISHERIES

5 GEORGE V., A. 1915

cations. The question of water-tight conipartments, suitable for the service in which
the vessel is employed, is one of the most difficult and important regulations framed
by the committee charged with the labour of considering the safety of construction.
Provisions are made for the survey of both new and old vessels.

Provisions for wireless telegraphy installations, contemplate the use of apparatus
on all vessels going beyond 150 sea miles from land. Ships are placed in categories
of the Kadio-Telegraph Convention; ocean-going passenger steamers to be placed in
the first category, and steamers not carrying more than twenty-five passengers in the
third category.

Life-saving appliances completes the list of principal subjects or chapters of the
Convention. Types of life-saving and other boats are recommended with dimensions
of sufficient capacity for the class of steamers supplied with them. Drills and muster
are specified proposals; life jackets, life buoys, and life-saving rafts are among the
requirements of the regulations under this head.

The Convention was signed by the representatives of the participating States with
the understanding that it would only have effect in countries ratifying the Convention.
Provision has also been made for the participation of other countries expressing a
willingness to apply the regulations of the International Convention. The conference
decided that the Convention shall come into effect on July 2, 1915, if approved by the
signatory States.

LEGISLATION.

An Act to amend the law relating to Merchant Shipping with a view to enable
certain conventions to be carried into effect.

An Act respecting the harbour of North Sydney, N.S.

An Act to amend an Act to incorporate the Harbour Commissioners of Vancouver.

An Act to provide for further advances to the Harbour Commissioners of Mont-
real.

An Act to amend the Montreal Harbour Commissioners Act, 1894.

An Act to provide for further advances to the Quebec Harbour Commissioners.

An Act to amend Part VI of the Canada Shipping Act.

An Act to amend Part X of the Canada Shipping Act.

A. JOHNSTON,

Deputy Minister of Marine and Fisheries Department.

REPORT OF THE CHIEF ENGINEER 33

SESSIONAL PAPER No. 21

APPENDIX No. 1.

ANNUAL REPORT OF THE CHIEF ENGINEER OF THE DEPARTMENT
OF MARINE AND FISHERIES.

The Deputy Minister of Marine and Fisheries,
Ottawa.

Sir, — I have the honour to submit the following report of work done in the
several services under the supervision of this office during the twelve months ended
March 31, 1914.

There have been no changes in the duties pertaining to this branch during the
past year; they remain as enumerated in previous reports.

STAFF.

The following changes have been made in the staff of my office : —

J. B. Christie, draughtsman, resigned, June 20, 1913; N. T. Binks, draughtsman,
resigned, October 21, 1913; S. J. Wight, temporarily appointed April 7, 1913;
resigned, April 8, 1913; D. L. McDougall, draughtsman, temporarily appointed,
September 1, 1913; left March 18, 1914; B. E. Parry, draughtsman, temporarily
appointed, September 25, 1913; engagement concluded, February 2, 1914; Miss M.
Hickey, clerk, temporarily appointed June 25, 1913; transferred June 30, 1913; G..
H. Raitt, clerk, temporarily appointed May 28, 1913; resigned July 3, 1913; G. S.
Macdonald, assistant engineer, temporarily appointed January 19, 1914; transferred
to St. John, March 27, 1914; A. C. Andresen, draughtsman, temporarily employed
August 13, 1913; P. L. Kuhring, assistant engineer, temporarily employed November
19, 1913; Miss Mary T. Edwards, clerk, permanently appointed July 5, 1914; Hope V.
Anderson, mechanical engineer, permanently appointed, August 11, 1913.

The following members of the staff have been employed in superintending work
away from headquarters:

Mr. F. P. Jennings, assistant engineer, was in charge of the construction work
on the enlargement of the Prescott depot from May 28, 1913, to the end of the fiscal
year.

Mr. J. Henderson was in charge of extensive repairs at Gannet rock and
Machias Seal island light stations from May 16 to November 27. Shortly after his
return to Ottawa he was taken seriously ill and had not been able to return to duty
up to the first of the year.

I regret to report more than an ordinary percentage of illness amongst the staff
during the past year, and would suggest a more rigid medical inspection of candi-
dates for appointment to the Civil Service.

OFFICE WORK.

The largest part of the work done by the general staff of the branch consists in
the construction, repair, and improvement of light buildings, fog alarms, beacons,
and ether aids to navigation, the supply of new or improved illuminating apparatus,
etc., the payment of expenditures for these services being made out of the vote of
$1,000,000 for construction of aids to navigation. Full details of the work done in

21—3

1/ IRINE AND FISHERIES

5 GEORGE V., A. 1915

this connection during the pasl year are contained in a separate report in tabular
form attached hereto which gives a complete statement of all expenditure charged
to the vote in question. (Enclosure A.)

In addition to the work of this branch done under the above vote, the staff have
been called upon to perform work of varied description for other branches of the
department, and which may be summed up as follows: —

For the Meteorological Service Branch. — Erection of storm signal masts at North
Sydney, N.S., and Sydney, Cape Breton.

Fop the Life Saving Branch: — Construction of a combined boat-house and dwell-
ing at Ucluelet, B.C.

Improvements and extensions to boat-house construction and septic tank, drain-
age, and erection of a 4-section steel skeleton lookout tower at Toronto, Ont.

The work of completion of titles to all properties owned by this department,
mentioned in my last year's annual report, has been satisfactorily continued, and
during the past twelve months, 158 deeds and other title documents to lighthouse
properties have been added to our records. In the case of all new properties
acquired, expropriation plans and descriptions are filed in addition to the usual
notarial deeds as an extra precaution.

The work in connection with applications for water lots has been very heavy,
as will be seen by reference to the draughting-room statistics. Every application
has to be examined, entered on an index plan, plans and descriptions checked, and
the proposition reported on and valued. This involves a great deal of detail and
takes the time of one draughtsman. Both these branches of work are in charge
of Mr. J. W. G. Roberts, whom I desire again to favourably mention.

Plans and specifications for all important new buildings and repairs, new vessels,
etc., are made or approved in this office.

The following table indicates the work done in the draughting office during the
twelve months ended March 31, 1914: —

Description of Work.

Lighthouse towers and dwellings

Fog alarm buildings

Details

Whar « es, piers, etc ,

Outbuildings

Machinery

Lanterns and illuminating apparatus . .

Buoys and appurtenances

Beacons ,

Steamers

Land surveys

Plans relating to waterlot applications.
Miscellaneous

Plans
Designed.

Plans
Received.

149

533

442

Copies
Made.

450

230

340

144

152

400

50C

473

129

310

Total plans for 12 months from April 1, 1913, to March 31, 1914 5;001

Charts received and recorded 402

Charts received and entered in chart books 51

Photographs received and recorded 403

Specifications and bill-* of material written 140

Notices to mariners issued (comprising 487 subjects) 151

REPORT OF THE CHIEF ENGINEER 35

SESSIONAL PAPER No. 21

PUBLICATIONS.

The work of preparing and issuing notices to mariners continues to be heavy
and urgent. During the past twelve months, 151 notices, covering 487 subjects
have been published, being an increase of 28 notices and 126 subjects over last year.
Amongst important notices, involving considerable labour in compilation, and repre-
senting useful work done in the department are: —

Warnings and directions to vessels approaching Canadian ports during military
manoeuvres, or on certain other public occasions.

Signals to be made by vessels approaching Canadian ports when inconvenienced,
by searchlights.

Two items relating to ice patrol service off the east coast of North America, to-
locate the icebergs and field-ice nearest to the trans- Atlantic steamship routes.

Weather probabilities communicated from all the radiotelegraph stations under
the control of the Department of the Naval Service of Canada to any ship asking
for them.

Particulars and list of Canadian radio-telegraph stations throughout Canada.

Establishment of telephone connection between Devil island life-saving station,
in the approach to Halifax and the mainland.

Regulations governing the opening, closing, and lighting of the railway swing
bridge between Goat island and Manitoulin island.

Description of improvements being made by the Department of Public Works
in Courtenay bay, St. John harbour, including dredging of a channel and construc-
tion of a breakwater and dry dock.

List of buoys marking the Repentigny channel of the river St. Lawrence, from
Lavaltrie to He Deslauriers, and description of five sets of range lights established
to mark the same channel.

A complete list of buoys and beacons in Byng inlet and its approach, with hydro-
graphic notes.

Hydrographic information respecting Newcastle harbour, lake Ontario.

Description of dredging performed and buoys established in Matchedash bay,
from Fesserton, Out., to Coldwater creek; and dredging done in Coldwater creek
up to Coldwater.

Description of buoys in the approaches to Toronto harbour.

Description of buoyage of Guysborough harbour.

Description of changes made in the buoyage of Bar channel, Detroit river.

Description and list of beacons marking the channels of the Big slue, the Ser-
pentine and Nicomek'l river, at Mud bay, Boundary bay, B.C.

Twenty-one items were published describing dredging operations performed by
the Department of Public Works in different parts of the Dominion.

During the past twelve months notices relating to waters outside of Canada were
issued, covering fourteen items relating to Newfoundland and Labrador, twenty -two
items relating to the inland, and seven to the Pacific waters of the United States, as
well as nine notices referring to transatlantic and one notice relating to transpacific
subjects. No attempt is made to issue a complete synopsis of British or foreign
notices, but merely to publish items likely to be of immediate interest to Canadian
vessels, or to vessels leaving Canadian ports for the more important or frequented
foreign ports.

The annual edition of the " List of Lights and Fog Signals " was prepared and
published in three separate volumes, one for the Atlantic coast and the river St.
Lawrence to head of ocean navigation; one for the inland waters of Canada, and
the third for the Pacific coast.

A new edition of the " List of Buoys, Beacons, and Day Marks " on the Pacific
coast of the Dominion of Canada was prepared and published, thoroughly revised
and corrected by the undersigned personally, to the first of January, 1914.

21— 3i

36 MARINE AND FISHERIES

5 GEORGE V., A. 1915

I can again commend Mr. J. M. O'Hanly for the careful and conscientious
work he devotes to this division of my branch's work.

PERSONAL INSPECTIONS.

During- the past fiscal year, as in former years, several inspections of works
"under the control of the Marine Branch of the department were made for the pur-
pose of locating new aids to navigation, inspecting contract work, or examining
existing aids, to decide upon improvements or repairs required. These were made
both by the chief engineer and his chief assistant, and the opinion is expressed that
such inspections are a most necessary and useful part of the official routine, and that
more general and frequent inspections of all construction work would conduce to more
efficient completion of work.

Amongst the more important trips taken by the chief engineer may be enumer-
ated: a general inspection of aids on the Great Lakes in June, 1913; an inspection
from Quebec to Belle isle with the deputy minister in July; an inspection of the
lakes in company with the deputy minister as far as Port Arthur in August, and a
return with the minister and Senator Thorne in September to Prescott; inspections
and construction work on the bay of Quinte in September and October; an inspec-
tion of the new departmental depot at St. John in January, 1914; and attendance
at the annual meeting of the Lake Carriers' Association in Detroit in the same
month, when matters of great interest to the Canadian marine were discussed. One
point of importance brought out was the unanimous verdict of the most skilled navi-
gators on the lakes, that no blame could be attached to Canadian aids to navigation
in connection with the disasters that occurred in the great November storm, and
that no provision, in the way of aids to navigation, could have lessened that disaster.

The principal trips taken during the past fiscal year by Mr. Fraser, my chief
assistant, were in connection with the following works: —

In April, 1913, Mr. Fraser took personal charge of the movement of the grain
fleet from the head of lake Superior. This involved ice-breaking operations at the
foot of the lake, of considerable extent and difficulty. He also gave a great deal
of personal attention to the remodelling and extension of the workshops at Prescott,
and the installation of the depots at St. John and Victoria. A number of visits
were made to Prescott, several visits were made to St. John, and in November a visit
was made to Victoria, where arrangements were made for beginning work on the
new depot at that place.

DEPART MENTAL DEPOTS.

I view with great satisfaction the work done during the past year in the devel-
opment of departmental depots, being convinced that this progressive policy will
result in increased efficiency as well as great economy in the management of the
lighthouse, buoy and other departmental services. The Chief Engineer's Branch
has been mainly instrumental in this development.

The depot at Prince Rupert reported completed last year, has not been utilized
to its full capacity, in consequence of the inability of the department to allot a steam
tender for the station.

At Victoria, B.C., a site for a depot has been secured from the Provincial
Government on the Songhees reserve, adjoining Johnston street bridge, where there
is ample room for wharf and store accommodation close to the heart of the city.
Plans have been prepared, and a contract let to Messrs. Parks, Tupper and Kirk-
patrick at a price of $20,450 for the grading of the lot and the construction of a
creosoted pile wharf, of " L " shape, having 420 feet frontage. This work, when com-
pleted, will relieve a long-standing congestion in this important centre. The site
of the wharf has been dredged by the Department of Public Works to give a berth
with a least depth of 20 feet.

REPORT OF THE CHIEF EXGIXEER 37

SESSIONAL PAPER No. 21

At the St. John, N.B., depot, the work has made satisfactory progress, the main
walls of the principal wharf having been completed, but the northeast corner and
the filling remain to be done. All dredging of the berth is also completed to 20 feet
at low water. The necessary buildings for this depot are now being designed.

In addition to the original contract, the filling-in of the shore ends of the wharf
has been allotted to the same firm at a price of about $31,300, figures being based on
original contract rates.

The changes and additions contemplated to the Prescott depot have been duly
carried out, within the original estimate, and the old starch-works building is now
a first-rate machine and carpenter shop and storehouse in which the department;)!
manufacturing and shipping is being done with great success and satisfaction. T!ie
changes were made under the direction of Mr. F. P. Jennings, of my staff, and I
desire to express appreciation of his good services and satisfactory designing.

REMOVAL OF OBSTRUCTIONS.

During the past twelve months the following work has been done, under the
annual appropriation for the removal of wrecks and obstructions: —

Two wrecks, the Douglas and Monguagon in the Detroit river near Windsor,
Ont., were removed by Captain W. B. Sphears, of Windsor, under contract for the
sum of $400.

The steamer City of London was wrecked this year in lake Erie, near Amherst-
burg, and will be removed next year, the cost of lighting the same being $637.

The tug Maxwell was left in a sinking condition in the harbour at Port Stanley.
The cost of preventing the same from being a menace to navigation, being $54.0.°,,
will be collected from the owner.

. Two sunken dump scows and the hulk of an old side-wheel steamer William,
which were lying across the channel leading into the harbour at Valleyfield, were
removed by this department at a cost of $89.60.

A number of small expenditures, such as tug hire, advertising, and incidental
expenses were incurred, and the total amount expended this year of the vot< for
removal of wrecks is $1,365.56.

ICE-BREAKING.

1. The Canadian Towing and Wrecking Company, Limited, of Port Arthur,
contracted with the department to keep the harbours of Port Arthur, Fort William,
and West Fort William open for navigation until December 17, 1913, and to open
those harbours in the spring of 1914 in time to admit upward-bound vessels to enter
the harbours as soon as the Sault Ste. Marie canal should be open for navigation.
The contract price was $19,250, which included an agreement to remove all light-
keepers in the vicinity from their stations at the close of navigation in 1913.

2. Early in the spring of 1913, strong representations were made to the Depart-
ment of Marine and Fisheries that an early opening of navigation would be of great
benefit to the country, and that owing to the exceptional strength of the ice in the
Soo river and Whitefish bay, ice-breaking operations should be carried on. My
chief assistant was immediately sent to the locality to investigate conditions and
report. After careful inquiry he recommended in favour of work being done, and
the icebreaking steamer St. Ignace was procured and successfully carried out the
work. This proved heavier than anticipated. The work started on the morning
of the 16th April, and the upward and downward fleets met at Whitefish bay on the
morning of the 23rd and were passed. Owing to the heavy ice the breaker was kept
at work for two lays longer. The total cost of the work was $9,800, and this inci-
dentally' covered the breaking of the ice from Detour to Sault Ste. Marie, advancing
the season at the Soo by at least two weeks. Mr. Fraser reported that from the
best information obtainable it appeared that some $60,000,000 worth of Canadian

38 ' MARINE AND FISHERIES

5 GEORGE V., A. 1915

urn in was tied up at the head of lake Superior, and that a considerable portion of
this was in danger of deterioration, that by prompt moving of the grain the value of
the same would immediately become available for use in Western Canada, that the
heavy storage charges would be reduced, that the large fleet of boats lying idle would
be relieved for other transportation purposes where they were urgently required. An-
other element was the urgent need of coal in the western country. Owing to unpre-
cedented shortage of cars in the previous autumn the orders placed could not be
filled, and there was an unusual dearth of fuel.

It is of course impossible to say to what extent the opening of navigation was
advanced by the work, but if this were only one day the expenditure would be amply
justified.

3. A contract was entered into with S. Shipman, of Sault Ste. Marie, Ont., to
keep free from ice the channel between Kensington point, on the north shore of St.
Joseph channel, and a convenient landing on St. Joseph island or Campement d'Ours
island, the work beginning in the autumn of 1913 and continuing until the ice had
formed to sufficient thickness to permit teams of horses to cross in safety. The work
also included the breaking of a channel in the spring before the ice became danger-
ous, and keeping the channel free until general navigation was resumed. The con-
tract price was $500.

4. The usual contribution of $300 was made towards keeping open the St. Croix
river in the vicinity of St. Stephen. The annual cost of this work is in the neigh-
bourhood of $1,000 and the department of late years has contributed $300 a year
towards this, the remainder being made up locally.

Respectfully submitted,

WM. P. ANDERSON, M.Inst, O.E.,

Chief Engineer.
Chief Engineer's Office,

Department of Marine and Fisheries,
Ottawa, April 1, 1914.

REPORT OF THE CHIEE ENGINEER

SESSIONAL PAPER No. 21

(Enclosure A.)

Detailed Eeport of the Chief Engineer of the Department of Marine and
Fisheries on Construction, Establishment and Improvement of Lighthouses
and other Aids to Navigation, up to March 31, 1914.

To the Deputy Minister,

Department of Marine and Fisheries,
Ottawa.

Sir, — I have the honour to submit a detailed report on work done in the con-
struction and establishment of aids to navigation, for the twelve months ending
March 31, 1914.

This statement is put in tabular form, and includes all expenditures incurred
during the year against the vote of one million dollars for construction, etc., and
no work done chargeable to other votes.

NOVA SCOTIA.
New Aids to Navigation.

Lightstation.

Five Islands,

Nature of the work.

How

performed.

lie Haute

New Harbour.

.Salvages

Tanner Island

Erection of wooden lighthouse
tower. Inspection and inciden-
tal expenses

Provision of a hand fog horn. . . .

Erection of a pole light with shed
at base, having a lantern with
hoisting gear

Erection of a fog-alarm building,
dwelling, outbuilding, and
installation of class "E"
diaphone plant and type "G"
diaphone

Erection of wooden lighthouse
tower, and installation of a 5th
order lens

Inspection and incidental ex-
penses

Contractor

foreman.

Contract A. L. Mury, West Ari-

chat

Day labour

Contract

Expenditure

during
fiscal year.

E. J. Geizer

T. L. Coulter

[A. L. Mury, West Ari-
I chat ...

$ cts.

750 00
156 18

262 31

7,868 79

728 00
46 87

CHANGES AND IMPROVEMENTS IN EXISTING AIDS.

Baccaro

Boars Head.
Brier Island

Burntcoat

Illuminating apparatus improved
by the installation of a quad-
ruple flash reflector with 85
mm. burner

Erection of a fog-alarm building.

Expenses incurred on account
of inspection and installation.

Illuminating apparatus improved
by substituting a 3rd order
quadruple flashing optic for
the catoptric revolving appara-
tus. . Lantern raised and re-
pairs to tower

Repairs to dwelling and con-
struction of a shed

Construction of a wooden light-
house tower

Inspection and incidental ex-
penses

Day labour
Contract . .

Day labour.
Day labour.
Contract.. .

E. J. Geizer

Denton & Condon, Digby

J. L. Coulter

E. Ellis

O. J. O'Brien, Noel, N.S.

75 63
3,300 00

269 53

2,312 35

3,680 00
200 88

MARINE AND FISHERIES

5 GEORGE V., A. 1915

NOVA SCOTIA— Continued.
Changes and Improvements— Continued.

How
perform*

Contractor

or
foreman.

Expenditure

during
fiscal year.

Chebucto Head . Illuminating apparatus improved
by the installation of a quad-
ruple flash long focus reflector. Day labour.. . .
Installation of class "D" dia-
phone plant, and type "F"
diaphone replacing steam

whistle. . Day labour . . .

Coffin Island. . . . Construction of an oil shed Day labour. . .

Devil Island. . . . {Illuminating apparatus improved
i by substituting a 4th order diop- 1
j trie lens in lieu of the catop-
tric apparatus. Work started

i last year Day labour. . .

Digby Pier Illuminating apparatus im-
proved by the installation of a
5th order dioptric lens. Work!

Doctors Island,
Eastern points

Freels Cape

George Island. . .

Green Island.
(Cape Breton
island)

Halifax
ship

Light-

E. J. Geizer,

1,940 26

E. J. Geizer.
A. Wentzell .

started last year

Day labour

T. H. Phillips

W. Merson

Increasing size of day beacons.
Expenses re purchase of site . .

Construction of an air pipe and
dam

Illuminating apparatus im-
proved by substituting a 4th
order occulting dioptric lens,
red light, in lieu of revolving
catoptric apparatus

Day labour

Illuminating apparatus im-
proved by the installation of a
double flash long focus re-
flector ii

Construction of new lightship. . . Contract.

Inspection, travelling and other!
expenses !

Illuminating apparatus im

j proved by substituting a 4th

1 order dioptric lens in lieu of

; catoptric apparatus

Mabou [Repairs to foundation of back

range lighthouse . . I

Expenses re purchase of site .

Expenses in connection with the
erection of double dwelling
and boat-house. Work started
last year

Illuminating apparatus im-
proved by substituting a single
flash long focus reflector with
35 mm. burner, in lieu of a]
fixed catoptric apparatus iDay labour .

Repairs to cribwork n

Illuminating apparatus im-
proved by the installation of a!
quadruple flash long focus re-
flector

Illuminating apparatus im-
proved by the installation of
a single flash long focus re-
flector, with 55 mm. burner. . .

Construction of a wooden light-
house tower

Inspection and incidental ex
penses

Jeddore Rock.

Man-o-war. . . .
Mauger Beach

North Canso

Parrsboro. . . .
Peases Island

M. Myrick.

T. H. Phillips.

F. L. Fultz

Bow, McLachlan & Co.
Paisley, Scotland

Point Prii

Portapique

J. L. Colter
N. McPhee.

F. L. Fultz

W. H. McCurdy

E. J. Geizer

Contract.

W. A. Lambard & A
Sharitt, Montrose

510 31

12 48

17 80

107 35
590 97

19 83

55 04

112,894 49
0,412 05

26 15

232 07
125 14

2,178 50

28 80
400 98

79 05

69 00

925 00

38 00

REPORT OF THE CHIEF ESC INKER

SESSIONAL PAPER No. 21

NOVA SCOTIA— Concluded.
Changes and Improvements in Existing Aids— Concluded.

Lightstation.

Pugwash

Scatarie

Seal Island

Sheet Rock

Wedge Island. . .
West Ironbound

Whitehead

Nature of the work.

Cribwork protection around
lighthouse

Erection of lantern and altera-
tions to tower, and illumina-
ting apparatus improved by
the installation of a 2nd order
triple flash optic with 55 mm.
burner. (Will be completed
1914-15)

Installation of duplicate boiler...

Illuminating apparatus improved
by substituting a fourth order
dioptric lens for catoptric ap-
paratus

Extension to cribwork

Miscellaneous
Expenses

Illuminating apparatus improved
by the installation of quadruple
flash long focus reflector with
35 m.m. burner

Construction of fog-alarm build-
ing, dwelling, oil store and
smairbridge

Inspection, installation of class
4D' diaphone plant and type
' E ' diaphone, and incidental
expenses

Materials, &c, in connection
with the establishment of
buoys, beacons, submarine
bells, &c

Travelling expenses of officials,
telegrams, salaries of fore-
men, &c

How
performed.

Day labour

Contract.

Total expenditure for Nova
Scotia i

Contractor

foreman.

Expenditure

during
fiscal year.

C. E. Woodlock

E. J. Geizer . .

T. H. Phillips

F. L. Fultz.
E. Burns. . .

F. L. Fultz.

Freeman St Giffin, Isaac's
Harbour, N.S

I cts .
530 33

07 23
647 91

19 40
1,214 90

5 48

6,945 00
1,268 46

L9,781 33
11,077 92

188,918 75

NEW BRUNSWICK.

New Aids to Navigation.

Bay of Fundy.
Bays water

Cham cook .

Chockfish . .
Grande Anse

Erection of spindles at Sandy
point and Tinker ledge

Erection of a wooden light-
house tower and installation
of fog bell and 5th order
dioptric lens. Inspection and
incidental expenses

Erection of a 27-foot wooden
light-house tower and installa-
tion of a 4th order dioptric
lens

Erection of a pole light with
hoisting apparatus and shed . .

Erection of a wooden light-house
tower and installation of a 6th
order dioptric lens. Will be
completed 1914-15. Inspection
and incidental expenses

Day labour

Contract. .

Day labour.

Contract

;G. N. Breen.

B. R. Palmer, Tennant's
Gove. (Contract price
$825.00)

C. N. Breen, D. J. Gal-;
lagher

[. Robichaud

The Geo. Eddy Co..
Bathurst, N.B. (Con
tract price §800)

'4 0;

883 25

1,341 04
132 69

857 78

MARINE AND FISHERIES

NEW BRUNSWICK — Continued.
New Atds to Navigation — Con.

5 GEORGE V., A. 1915

Lightstation.

Nature of the work.

Leonard ville. . . . ! Erection of a wooden lighthouse
tower and installation of a 6th

order dioptric lens

McColgan Point. Erection of a wooden lighthouse
tower and installation of a 6th

order dioptric lens

Inspection and incidental ex-

I penses

St. John i Construction of a pile and con-
crete wharf and dredging, will

be completed 1914-1915

Inspection and incidental ex-
penses

Sham pier Wharf Erection of a wooden lighthouse
tower and installation of a 6th

order d ioptric lens

Inspection and incidental ex-
penses

Shippigan ... . Provision and erection of a wharf

lantern

Splitting' Knife

Ledge.. ...... i Erection of an iron spindle. . . .

How

performed.

Conti-act .

Contract .

Day labour.

Contractor

or
foreman.

A. L. Mury, West Arch-
ichat, Contract price
$896 „

B. R. Palmer

F. L. Boone

B. R. Palmer.

Geo. Breen.

Expenditure

during
fiscal year.

cts.

1,109 69
700 00

51 05

3,650 66

3,145 67

1,049 00

42 76

116 97

58 69

CHANGES AND IMPROVEMENTS IN EXISTING AIDS.

Barn Island.
Caraquet.. . .

Casco Bay . . .
Cocagne ....
Cox Point . . .
Gannet Rock.

Half Tide Rock.
Hendry Point. . .
Jourimain Cape.

Lepreau Point . .
Long Eddy Point
Lords Cove

Lurcher Shoal
Lightship

Machias
Island

Seal

Reconstruction of spindle

Provision and erection of a wharf
light

Erection of spindle

Expenses re purchase of site

Expenses re purchase of site. ..

Extensive repairs and improve
ments

Installation of an electric light
ing plant

Repairs to spindle

Expenses re purchase of site

Illuminating apparatus improved
by the installation of a 4th
order dioptric lens

Installation of an electric light
ing plant

Installation of an electric light-
ing plant

Construction of wooden cribwork
and erection of iron spindle.

Kepairs

Extension improvements

Demolishing old buildings, alter-
ation to fog-alarm building and
substitution of class "E" dup-
licate plant with type "G"
diaphone in lieu of steam fog-
whistle previously maintained.

Provision of fog-alarm machinery

Day labour.

Contract

Day labour. . . .

Furnished under
general con-
tract

G. N. Breen.

J. Henderson.
F. J. Lewis. . .

D. J. Gallagher

F. Frauley

Lightkeeper . .

G. N. Breen,. .

C. R, Reid.

I. Henderson, Engineer
in charge

Canadian Fog Signal Co.
Toronto

89 24

128 38
306 47
132 25
150 00

10,622 60

89 40
140 00

191 11
166 94
246 74

655 00

6,745 87

9,463 16

REPORT OF THE CHIEF ENGINE Eli
SESSIONAL PAPER No. 21

NEW BRUNSWICK — Concluded.
Changes and Improvements in Existing Aids— Concluded.

Lightstation.

Musquash

Outhouse Point.
Partridge Island

Nature of the work.

St. John Harbour

How

performed.

Expenses re purchase of .site .

Installation of an electric light-
ing plant j Day labour.

Capacity of reservoir increased . . n

Provision of a steel skeleton,
tower for lighthouse, (Will be;
completed 1914-15). . . ... Contract

Spencer Cape
Swallowtail. .

Tongue Shoal .

Miscellaneous

Expenses.. . .

Incidental expenses preparatory

j to erection, etc

[installation of an electric light-

| ing plant D&y labour

Erection of fog-bell and con-
struction of building. Will be
completed next year, 1911-15. .

Repairs to concrete wall

Contractor

or
foreman.

Expenditure

during
J fiscal year.

F. Lewis.
F.Nice..

N e w Burrell - Johnson

Iron Co., Yarmouth.. .

Materials, etc., in connection
with the establishment of buoys

beacons, spindles, etc

Travelling expenses of local offi-|
cers, salaries uf erectors, tele-;

grams, etc |

Total expenditure fori
New Brunswick i

F. J. Lewis

Breen
Breen .

$ eta.

45 00

■ 42 29

1,436 99

1,200 00

8 07

186 97

79 33
26 7')

16,847 10

4,476 98
177,038 72

PRINCE EDWARD ISLAND.
New Aids to Navigation.

Belle River

Erection of a wooden skeleton
tower and installation of a 6th
order dioptric lens. Work

started last year

Day labour

G. L. Gaudin

25 99

Shipwreck Point

Erection of a combined wooden
dwelling and lighthouse and
the installation of a 4th order

dioptric lens

Contract

The Annandale Lumber
Co., Annandale

3,213 81

Inspection and incidental ex-

penses . . .

255 30

Fish Island

Construction of a board fence as

protection from erosion

Day labour

G. L. Gaudin

69 62

Indian Point. . . .

Repairs to lighthouse

it ....

F. W. Peters

182 95

Summerside

Purchase of site and moving back

light

it ...

G. Ii. Gaudin

587 37

Miscellaneous

Expenses

Travelling and incidental ex-
penses

2,826 53

•

Total expenditure for Prince

Ed ward Island

7,186 57

MARINE .1 \7) FISHEItlVK

5 GEORGE V., A. 1915

QUEBEC.

New Aids to Navigation.

Lightstation.

Nature of the work.

St. Louis Isle. .
St. Marys Isle .

Seven Islands. .

Trinity Bay

Coacoachoo Isd
Ferolle Point . .

Flat Island

How
performed.

Contractor

foreman.

Lampson Cove.
Mechins Wharf.

Natashkwan

Passe Pierre Is-
lets

Riviere du Mou-
lin

Ste. Felicite

Erection of a steel skeleton tower

and installation of gas plant . . Day labour.
Completion of work of construct-
ing concrete tower dwelling

and installation of a 4th order

dioptric lens

Erection of a pole with hoisting

gear for Chance anchor lens

lantern

Erection of a steel skeleton tower

and installation of gas plant .

Erection of beacon

Completion of the construction
| of concrete tower ; installation

of tog-alarm machinery and
! • illuminating apparatus consist-
| ing of a 3rd order dioptric lens Day Libour.
Completion of the construction
| of concrete tower ; outbuild-
i ings, and the installation of a

| 4th order dioptric lens

(Lantern to mark cribs, and in-

I cidental expenses

Erection of mast with hoisting

gear for Chance anchor lantern

with shed at base. Will be

completed, 1914-15 Day labour.

The construction of concrete

tower, dwelling, oil store, boat-
house, and installation of a

triple flash 4th order lens.

Will be completed next season

Erection of a steel skeleton tower
and installation of gas plant

F. E. Cote.

F. E. Cote..

D. Bilodeau
F. G. Cote.,

Expenditure

during

fiscal year.

F. E. Cote.
E. Lavergue.

/I). Bilodeau

\ F. Parent.
Transcontinental Ry .

Purchase of lighthouse sites. . .

Installation of dia phone Day labour.

C. Carbonneau ,
F. E. Cote....

E. Poitras.

$ cts.
687 49

459 GO

10i» 86

600 99

(17 50

6,498 .".5

308 40
20 45

12 08

5,415 (52

567 r>L>

138 01

3<> 40

Changes and Improvements in Existing Aids.

Amherst

Search re site

1 so

Algernon Rock..
Anguille Cape . .

Repairs to concrete lining around
pier of back light

Repairs to dwelling, and im-
provement to drainage will be
completed next year, 1914-1915.

Fitted upas lightship to be used
at Lower Traverse

Day labour

Contract

Day labour

G. Fortin

Lightkeeper

26 70

898 73

Arctic

J. llamel

T. Maloney

D. Bilodeau

6,008 58

B arachoi s de
Malbaie

Belie Isle, N.E..

Moving oil shed and erecting

new mast

Repairs to concrete wharf ....
Repairs to dwelling, etc

45 00
172 20

Belle Isle, S.W .
Brandy Pots . . .
Cloridorme

D. Bilodeau . .

5.109 28
1 30

L5 so

Cape d'Espoir. . .

I Humiliating apparatus improved
by installation of a quadruple
flash long- focus reflector with
35-inch burner

Erection of a fog-alarm building,
dwelling, oil store. Inspection
and incidental expenses ....

12,440 47

REPORT OF THE CHIEF ENGINEER

SESSIONAL PAPER No. 21

QUEBEC — Concluded.
Changes and Improvements in Existing Aids— Concluded

Lightstation.

Cape d'Espoir. .

Etang du Nord.
Father Point. .

Grand Entry. .

Green Island . .

Kamouraska

Nicolet

Cape Norman. . .
Perroquet Island
Pointe d' Amour.

Pointe a BasiU
Range

Pointe aux
Trembles .

Portneuf-en-bas.

S.W. Point,
Anticosti

Stone Pillar

Upper Traverse
Pier

Miscellaneous
expenses

Nature of the work.

Installation of class D duplicate
dia phone plant and type F
diaphone

Repairs to dwelling

Moving gate and old oil shed.
Construction of line fence. ...

Protection work for backlight
pier

Illuminating apparatus improved
by the installation of a 4th
order catadioptric lens

Construction of a dwelling and
two sheds, work started last
year

Deed of sale of light house site.. .

Repairs to fog-alarms, etc

Legal expenses re site

Steam fog-alarm plant replaced
by an oil plant, and provision
of six compressors. Engines
will be completed 1914-15. . . .

Illuminating apparatus improved
by installing of reflectors and
35-inch, burners. Will be
completed 1914-15

Illuminating apparatus improved
by the installation of a long-
focus reflector

Lantern lined by tin

Placing battens as a day mark
on two sides of tower

Illuminating apparatus improved

by the installation of a single-
flash, long focus reflector with
55-inch burner ; will be com-
pleted 1914-1915

Construction of oil shed. Repairs
to lighthouse

Repairs

Materials, etc., in connection
with the establishment of
buoys, beacons, submarine
bells, etc. Expenses incurred
by the workshops, including
wages, material, power, etc.,
the salaries of erectors, wages
and travelling expenses of
local officers, telegrams, and
general upkeep of agency. . . .

Total expenditure for Quebec,

How
performed.

Day labour .
Dav labour,

Con ti act.

Day labour.

Contractor

or
foreman.

J. Montgomery
Lightkeeper . . .

Lighthouse-keeper
A. Turbide

R. L. K(

Lachance & Fds, Eraser-
ville, §875 balance of
contract.

E. Poitras.

F. Parent
P. Gagnon

E. Tremblay

G. Fortin
P. Poulin .

Expenditure

during
fiscal year.

cts.

46 12

266 50
316 01

227 74

994 58

63 60
369 08
150 00

278 58

1,100 45

87 23

309 94

691 19
,647 62

30,661 68
93,423 21

MARINE AND FISHERIES

5 GEORGE V., A. 1915

MONTREAL DISTRICT.

New Aids to Navigation.

Lightstation.

Nature of the work.

How
performed .

Contractor

or
foreman.

Expenditure

during
fiscal year.

Beloeil Bridge . .
Bouchard Penin-

Erection of a pole with gear for
hoisting a pressed lens lantern,
with shed at base

Erection of steel skeleton towers
as a range, and the installation
of catoptricilluminatingappar-
atus

Erection of steel skeleton towers
as a range, and the installation
of catoptric illuminating appar-

Day labour ....

P. Beauchemin

J. D. Weir, superintend
ent

$ cts.
44 70

Lebel

2,295 18

1,858 56
1,577 30

1,048 82

Mousseau

Erection of steel skeleton towers
as a range, and the installation
of catoptric illuminating appar-
atus

Erection of a wooden tower for
the front light and a steel
skeleton tower for the back
light, and the installation of
catoptric illuminating appar-
atus .

St. SulpiceCourse

St. Sulpice Tra-
verse

Erection of a wooden tower for
the front light and a steel
skeleton tower for the back
light, and the installation of
catoptric illuminating appar-
atus

Construction and placing a light
float

Erection of two lighted beacons
with slatted day marks, and in-
stallation of reflector lanterns .

1,C97 87

St. Denis

St. Roch

Day labour

P. Beauchemin

79 71
235 11

Changes and Improvements to Existing Aids.

Crab Island

Expenditure in connection with

60 56

Grondines

Isle Ronde

Isle St. Therese

Steel tower closed in by boards,
removal of lantern and install-
ation of apparatus

Sheathing living loom

Purchase of site

Day labour

it ....

P. Mandeville

C. J. Hartley

377 44
106 24
184 60

Repairs to lighthouse and pier. .

Installation of an electric light
on the wharf

Installation of two Piper head-
light lanterns

Day labour

T. Weir

249 43

L'Orignal Wharf
Petite IsleCourse

T. Weir

35 39

PointealaMeule

Re-erection of wooden front light
tower and the erection of a 3-
section steel skeleton tower,
and the installation of catoptric
illuminating apparatus work
started last year

L'Orignal lighthouse moved to
Pointe au Chene, and the in-
stallation of a 6-inch order dio-
ptric lens

Front lighthouse foundation pier
raised

Day labour

1,942 22

976 49
295 15-

Pointe au Chene
Pointe du Lac . .

P. Beauchemin

REPORT OF TEE CHIEF ENGINEER

SESSIONAL PAPER No. 21

MONTREAL DISTRICT — Concluded.
Changes and Improvements to Existing Aids. — Concluded.

Lighcstation.

Port St. Francis

Repentigny

Richelieu River.

Ste. Anne de
Sorel

St. Ours Locks
Traverse

St. Francis river.

Way shoal

Steamers, scows,
etc., used on
construction
work

Nature of the Work.

Repairs to foundation of light-
house

Moving range lights to new sites
and purchase of sites

Providing concrete basis for 21
pole lights

Purchase of site and legal ex-
penses

Purchase of site.
Purchase of sites .

Miscellaneous
Expenses. . .

Repairs, fittings to boats, pay
and board of crews of the fol-
lowing craft : Hosanna, Ade-
lard, Alpha, Lenore, Napoleon,
Quebec and Sarah

Materials, etc., in connection
with the establishment of
buoys and beacons

Travelling expenses of officers,
wages, salaries of temporary
help, and general upkeep of
agency

Total expenditure in Mont-
real agency

How

Performed.

Day labour.

Contractor

or
Foreman.

P. Beauchemin

J. D. Weir

D. Weir, supervisor.

Expenditure

during
Fiscal Year.

$ cts.

53 00
1,101 50
1,420 99

157 50

35 50

121 00

19 30

14,005 09

9,954 09

13,195 36

52,528 19

ONTARIO-INCLUDENG NORTHWEST PROVINCES.

New Aids to Navigation.

Devil's Gap

Expenses in connection with

15 00

McNicol

Main Duck Is-
land

Erection of a 27-foot wooden
lighthouse tower for the front
light and construction of a
concrete base for back tower . .

Inspection and incidental ex-
penses.

Erection of a 2-section steel
skeleton tower for back light
and the installation of catop-
tric apparatus for back light.
Work started last year .

Erection of a 70-foot concrete
tower, double dwelling, out-
buildings, boathouses, oilshed,
wharf and boat landing. .

Will be completed 1914-1915.
Inspection and incidental ex-
penses.

Erection of range poles with
slatted day marks attached,
carrying electric catoptric ap-
paratus

Contractor

Day labour

Contract

Day labour

J. Erven, Midland

T. H. Brewer

A. T. G. Mc Master,
Toronto, contract price
$1,700

M. J. Egan

1,800 00
1,314 54

Mission Channel.

5,315 27
637 22

MARINE AND FISHERIES

5 GEORGE V., A. 1915

ONTARIO — Continued.
New Aids to Navigation.— Continued.

Lightstation.

Nature of the Work.

How
Performed.

Contractor

or
Foreman.

Expenditure

during
Fiscal Year.

New Channel,
Red River

Erection of a 27-foot wooden
lighthouse tower on pile foun-
dation, and a 2-section steel
skeleton tower on pile foun-
dation ; also small dwell-
ing and installation of a 4-inch
order dioptric lens for the
front light, and a catoptric ap-
paratus for the back light

Construction of a concrete bea-
con ; will be completed 1914-15.

Installation of a 1-inch diaphone
operated by electricity

Erection of a steel skeleton
tower with self-generating gas
plant

Erection of five pole lights sup-
ported on pile foundations,
and installation of self-generat-

Day labour

Contract

M. J. Egan

$ cts.

3,091 29
1,380 01

Port Burwell . . .

G. W. Perkins

Port Stanley ....
Skelton Island . .
Southeast Bend .

H. V. Anderson, engin-
eer in charge

J. J. Lindsay

M. J. Egan. . .

1,683 79

3,357 69
147 11

278 05

Amherstburg

Battle Island . . .

Repa irs to wharf at depot

Provision of oil tanks for pro-
jected fog-alarm, and registra-
tion fees in connection with
site

M. J. Egan

W. J. Simpson

Construction of landing wharf . .
Repairs to fog-alarm plant

697 47

Cobourg. . .

Deep River

11 56

Erection of a 27-foot wooden
lighthouse tower, and the
installation of a 6-inch order
dioptric lens

Provision of materials for repairs
to lighthouse. .

Contract

C. L. McCool, Fort
William

525 27

Gargantua ... .

T. H. Brewer!..

41 03

Erection of an oil shed

Protection work for back range

Day labour

Contract

Day labour

132 40

Goderich

B. C. Cummings, Goderich

(M. J. Egan \

\J. Haggarty /

W. Robinson

107 00

Tower raised, repairs, and the
installation of new Ian tern and
a double-flash long-focus re-
flector for main light. Will be

799 80

Provision and installation of a
Piper headlight lantern for
front range light

Gore Bay

Great Duck
Island

Repairs to keeper's dwelling. . . .

Erection of anew boat-house and
slip

Repairs to lighthouse cribwork
foundation ; will be completed
1914-15

T. H. Brewer

858 53

T. H. Brewer

873 26

Jacks t raw Shoal

60 00

3 06

Limekiln Cross-
ing

Lionhead

Reconstruction of front tower. . .

Erection of a wooden lighthouse
towei, and the installation of a
5-inch order lens

Day labour

Contract

M. J. Egan

95 68

J. C. Kennedy, Owen
Sound, $825.22

966 22

REPORT OF THE CHIEF ENGINEER . 49

SESSIONAL PAPER No. 21

ONTARIO; — Continued.
New Aids to Navigation. — Continued.

Lightstation.

Nature of the Work.

How

Performed.

Contractor

or
Foreman.

Expenditure

during
Fiscal Year.

$ cts.

Lionhead

Inspection and incidental expen-

Contract

J. H. Tvndall, £50

Erection of a stanchion for life
line, and provision of a fender
for wharf

Erection and provision of a
higher pole for the back range
light

Day labour

11 ....

Contract

1 )ay labour. . . .

Little Current. .

8 83

Miehipicoten Is-

M. J. Egan

T. H . Brewer

271 79

Midland Point. .

Erection of a 43-foot wooden
lighthouse tower for the back
light, and removal of the
woo Jen lighthouse tower of
the backlight of the old range
and used as the front light of
the new range ; also the instal-
lation of the apparatus taken
from the old range

2,388 22

Morris Island . . .
Nine Mile Point

Parry Sound
Agency

Erection of a shelter shed

Illuminating apparatus improved
by the installation of triple-
flash long-focus radiator

Double sheeting carpenter shop.
Installation of electric lighting

system

Provision of office room for fore-

Charles Simpson

J. Montgomery

J. Fitzpatrick

125 00
162 9V

137 00

man

Penetanguishene

Buoying of inner channel.

Day labour

C. G. S. Lambton

M. J. Egan

199 52
236 04

Port Dalhousie. .

Repairs to foundation of engine
bed

Protection work and erection of
oil shed

J. Montgomery !

W. Langstaff J

1,327 36

Port Elgin

Repairs to cribwork and con-
struction of walk ....

Rearrangement of the lighthouse
depot, consisting of overhaul-

24 45

Prescott

ing and repairing main build-
ing, tearing down and re-
moval of various old buildings
on the site, general overhaul
of the machinery, electric
lighting and sprinkling sys-
tem, building of oil store, es-
tablishment of tramway, tele-
phone system, repairs to
wharf, construction of fences
and gates, installation of a
travelling crane, etc

Material purchased for stock to
be transferred and charged to
the several lightstations, the
pay of staff and up-keep of

•'

F. P. Jennings, super-

87,829 68
52,549 56

Presqu'lle

Rainy River

Repairs to cribwork

Protection work at front light. . .

M. J. Egan

184 53

'• "

J. Nash, supervisor

420 00

21—4

MARINE AND FISHERIES

5 GEORGE V., A. 1915

ONTARIO— Concluded.
New Aids to Navigation — Continued.

Light Station.

Nature of the Work.

How Performed.

Contractor

or
Foreman.

Expenditure

during
Fiscal Year.

Red Horse Rock

Erection of a new dwelling.
Completed 1914-15.. .

Day labour

$ cts.
8 00

Red Rock

Wooden windows replaced by
iron windows and shutters, re-
pairs to roof, &c

Purchase of sites, &c. . .

B. Dungan

364 08

Sault Ste. Marie

303 20

Selkirk, Man . , .

Electric lighting of wharf with
five lights and erection of

Contract

Furnished under
general con-
tract

Willson Lighting Co.,
Winnipeg

Can. Fog Signal Co., Tor-
onto

Slate Islands

Provision of a class C diaphone
plant and type F diaphone.
Will be installed next year.
Purchase of oil tanks and in-
cidental expenses

Registration of deed of site

Installation of electric lighting
system

679 00

Scotch Bonnet. .

4,889 53
1 40

Southeast Shoal
Lightship

Contract

Day labour

[ Day labour . . .
)

Day labour. ...
Contract

Detroit Shipbuilding Co. ,

Detroit

M. J. Egan

Stag Island

Slokes Bay

Thundev Cape. .

966 39
55 45

Construction of a boat-house ....

Illuminating apparatus improved
by the installation of a single-
flash long-focus reflector

Erection of a concrete smoke-
stack

Construction of a boathouse and
skidway

Moving back range tower a few
feet westward ...

Erection of small dwelling . . .

Materials, &c, in connection
with the establishment of
buoys and beacons

Travelling expenses of officers,
salaries and expenses of tem-
porary help, erectors, &c

T. H. Brewer

321 48

M. J. Egan

3,191 14

Wilson Channel.

M. J. Egan

3,191 14
273 61

Miscellaneous
expenses

G. Langstaff

300 00
9,163 25

196,092 42

BRITISH COLUMBIA.

Changes and Improvements in Existing Aids.

Addenbrooke . . .

Erection of a combined light-';

house and dwelling, boat-;

house, oil shed and the instal-l

lation of a 4-in. order dioptric!

lens i Day labour

Erection of acetylene beacon on;

D. McLean.

6,44»J 44

Aiskin Island . . .

Crew of C.G.S. Quadra..
D. McLean

29 24

Greene Point . . .
Langara

Erection of acetylene beacon on;
concrete base j n

Completion of the erection of a
30-foot concrete tower, dwell-
ing, building, <fec ' " ....

347 75
11,019 05

REPORT OF THE CHIEF ENGINEER

SESSIONAL PAPER No. 21

BRITISH COLUMBIA— Continued.
Changes and Improvements in Existing Aids — Continued.

Lightstation.

Masset..

Pillsbury Point.

Rose Spit

St. James Cape.

Triple Island
Victoria.. . .

Ballenas. . .
Beale Cape.

Discovery Island

Estevan ....
False Creek.

First Narrows

Fraser River
Lightship. . . .

Lucy Island . . .
Middle Ground.

21— 4*

Nature of the Work.

Erection of a 27 -ft. wooden light-
h use tower for the front light,
and G2-ft. steel skeleton tower
for back light, and the instal
lation of a catoptric apparatus
for the front light and a 4-inch
order dioptric lens for the back

Erection of a wooden frame work
tower and installation of fog-
bell

Erection of an unwatched acety-
lene beacon on concrete founda-
tion

Erection of a 44- foot reinforced
concrete tower, wooden dwel-
ling, oil store, boat-house, and
installation of 3rd order diop-
tric lens

Erection of acetylene beacon on
concrete base

Expenses incurred in the acqui-
sition of site for new marine
depot, and preliminary work
in connection with the con-
struction of same

Changes made in apparatus

Erection of a wooden double
dwelling

Erection of a wooden fog- alarm
building

Inspection and incidental ex-
penses

Provision and installation of a
class 'D' duplicate plant and
type 'F ' diaphone

Construction of boat-house and
boatway ....

Erection of a concrete electric-
lighted beacon

Inspection and incidental ex-
panses.

Erection of a wooden combined
lighthouse and fog-alarm build-
ing on concrete foundation

Inspection and incidental ex-
penses

Illuminant improved by the in-
tallation of a 5th order dioptric
lens

Fog-bell replaced by a small dia
phone plant

Installation of a submarine bell
apparatus, etc. Provision of
submarine apparatus

Land cleared of trees

Rebuilding beacon and driving
five coppered poles

Hew Performed.

Contractor

or
Foreman.

Expenditure

during
Fiscal Year.

Day labour.

Day labour.
Contract . .
Contract. . .

Day labour
machinery or
dered under
general con
tract

Day labour.
Contract . .

Contract . .

Day labour.

Day lalxmr.
Contract. . .

L. Cullison

H. L. Hulbeis

Crew of C.G.S. Quadr;

R. Chrystal

Crew of C. G. S. Quadra

L. Cullison

J. Charlesworth.
W. H. Rourke..

H. T. Peter, Canadian

Fog Co. , Toronto

Lightkeepei . .

W. H. Rourke.

J. W. Scott.

H.T.Peter
H. T. Peter.

Submarine Signal Co .

Boston

Lightkeeper .

G. Sage & Son

S cts.

2,619 30
263 13
319 17

8,114 08

45 92

842 05
64 76

7,033 30-

2,950 00

1,024 53

6,600 00-
289 87

1,600 oa

141 42

4,987 00

1,727 47
1,690 89

1,500 00

987 !>0

600 00

VMUXE AND FISHERIES

5 GEORGE V., A. 1915
BRITISH COLUMBIA— Concluded.
Changes and improvements in Existing Aids — Continued.

Lights tation.

Mudge Cape .

Portlock Point.
Prince Rupert.

Prospect Point. .

Sisters ,

Miscellaneous
Expenses

Nature of the Work.

Construction of a fence, repairs
to concrete cellar floor, digging
a ditch, laying pipes, and other
minor work

Expenses re purchase of site ....

Erection of rigging for handling
of coal

Enlarging dam

Repairs and improvements to
depot

Overhauling launch

Installation and purchase of
machinery and small repairs. .

Repairs and improvements to boat
landing

Inspection and incidental ex-
penses

Illuminating apparatus improved
by the installation of a 4th
order lens

Materials, etc., in connection
with the establishment of
buoys, beacons, and submarine
bells ... ...

Salaries of foremen, travelling
expenses of local officers, etc. .

How
Performed.

Day labour
Day labour.

Contractor

or
Foreman.

Contract.

Day labour.

Potal expenditure in
Columbia

British

A. H. Johnson.
H. L. Hulbert.

A. L. Johnson.

J. W. Scott.

L. Cullison.

[Expenditure

during
Fiscal Year.

$ cts.

301 12
935 57

,013 92

598 00
30 95

420 48

10,442 94

124,008 18

HEADQUARTERS.

Mi seel laneou
Expenses. . . .

Including travelling expenses of
officers, blue print work, un-
foreseen expenses, photogra-
phic work, etc

$ 10,981 55

RECAPITULATION BY PROVINCES.

$ cts.

Nova Scotia 188,918 75

New Brunswick 177,038 72

Prince Edward Island 7.186 57

Quebec District 93,423 21

Montreal District 52,528 19

Ontario and Northwest 196,092 42

British Columbia 124,008 18

Headquarters 10,981 55

Grand Total Expended 850,177 59

Wm. P. ANDERSON, M. Inst. C.E.,

Chief Engineer.

REPORT OF TEE COMMISSIONER OF LIGHTS 53

SESSIONAL PAPER No. 21

APPENDIX No. 2.

ANNUAL KEPOKT OF THE COMMISSIONER OF LIGHTS.

To the Deputy Minister of Marine and Fisheries,
Ottawa.

Sir, — I have the honour to submit the eleventh annual report of this branch.
The principal work performed has been an extension of the gas buoy and beacon
service throughout the various provinces, together with the maintenance of lights
and other aids to navigation throughout the Dominion. The operations of the
branch are set forth in tabular form in the following five enclosures, namely: —

Enclosure No. 1. — Statement by provinces, showing the number of lights of the
several orders, lightships, lightboats, lightkeepers, fog-alarm stations, warning buoys,
and submarine bells, during the fiscal year 1913-14.

Enclosure No. 2. — Statement showing the names of lightstations and light-
keepers, during the fiscal year 1913-14.

Enclosure No. 3. — Statement giving a complete list of stations at which gas
buoys were in operation throughout the Dominion during the fiscal year 1913-14.

Enclosure No. J+. — Statement showing new buoys and beacons established during
the fiscal year 1913-14.

Enclosure No. 5. — Statement by localities, giving the number of unlighted buoys,
stakes and bushes, maintained throughout the Dominion during the fiscal year
1913-14.

In conclusion, I desire to express and record my appreciation of the able
assistance rendered by my staff, and the untiring application to duty exhibited by
each member. It would not have been possible to carry out the large and increasing
amount of work which is devolving upon this branch without the co-operation of all
the officers connected with it.

I have the honour to be, sir,

Your obedient servant,

J. G. MACPHAIL,

Commissioner.
Office of the Commissioner of Lights.,

Department of Marine and Fisheries,

Ottawa, March 31, 1914.

MARINE AND FISHER I MS

5 GEORGE V., A. 1915

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REPORT OF THE COMMISSIONER OF LIGHTS

SESSIONAL PAPER No. 21

(Enclosure No. 2).

Statement of lightstations and names of lightkeepers, etc., in the Dominion.
NEW BRUNSWICK AGENCY.

Name of Station.

* Anderson Hollow breakwater

Bathurst range

Barnes point

Bayswater

Belloni point

Belyea point

*Big Shippigan

"Bliss island

Bon Ami point

Bridges point

Buctouche bar

Buctouche range

Buctouche inner range

Campbellton range

Caraquet island

Caraquet range (front)

Caraquet range (back)

*Cassie point

Cedars

Cherry island fog bell

Ohockfish

Cooagne range

Cox point

Dalhousie island

*Dipper harbour

*Drews head

Duck island, Big, fog alarm

Enrage, Cape, light and fog alarm . . .
Escuminac, light and fog alarm .......

Fan joy point

Flewelling landing

"Folly point

Fox island ranges

Gagetown

Gannet rock, light and fog alarm

Glen wood

Goose lake

*Grand harbour

Grant beach range

Great Salmon river

*Green head

Greys point

Grindstone island, light and fog alarm.

Gull cove

Hampstead wharf

Harper point

Hatfield point

Hay island range

*Head harbour, light and fog alarm. . .

Hendry farm

Heron island

Jemseg

Jourimain

Kouchibouguac ranges

Leonard ville

Lepreau, light and fog alarm

Letite, light and fog alarm

Little Belledune

Long Eddy point, fog alarm

Long point . . ,

Machias Seal island, light and fog alarm.
McColgan point

Name of Lightkeeper.

J. E. Moore

G. C. Sutherland

C. W. Barnes

F. E. Currie

E. H. Egan

Mrs. Westfield Day ...

A. T. DeGrace....*

J. H. McLeod

Mrs.D. Arseneau (temporary)

A. B. Bridges

J. P. Cormier

H. B. Robicheaux

D. O. Maillet

P. McLean

G. Lantaigne

J. O. Chaisson

P. A. Lantaigne

Alfred Gallant

J. E. Gagnon

H. Chaffey

M. C. Caissie

D. Gognen

A. McBaine

H. A. McNeill

F. Belmore

J. M. Eldridge

R. Burn ham

J. G. Barbour

K. R. McLennan

W. C. Kennedy

M. Flewelling

A. P. Belliveau

G. Mills

C. Brooks

A. Wilson

E. D. Whelpley...,

C. Brune

F. J. Martin

W. A. Davidson

R. Connolly

T. E. Looney

B. F. McCutcheon

E. C. Peck

L. Frankland

W. Van wart

J. H. Blakeley

O. E. Davis..

J. Allain . .

C. D. Hilyard

A. M. Hendry

J. A. D. Robertson

W. Sharp

A.J. P. Bent

H Gogain

Alonzo Conley

R-.L. Belding (lightkeeper) . .

F. Frauley (engineer)

S. Dines

J. A. Roberty

G. T. Tatton ....

R.Bates

W. L. Harvey

S. McColgan

Appointed.

Jan.
Mar.
Aug.
Dec.
May
Oct.
May
Oct.

Oct.

July

June

July

Dec.

June

May

Mch.

Jan.

May

Aug.

April

Oct.

May

Aug.

Mar.

May

June

May

Jan.

April

J une

June

Mar.

Dec.

May

Jan.

Aug.

April

Feb.

July

Mar.

April

Nov.

Mar.

July

Dec.

May

April

Oct.

Jan.

June

Dec.

June

Mar.

Feb.

Oct.

Aug.

July

Dec.

16, 1911.
20, 1882.
1(5, 1911.
31, 1913.

17, 1892.
19, 1906.
12, 1913.
17, 1900.

23, 1911.

26, 1902.
21, 1884.

7, 1883.
11, 1912.

16, 1888.

11, 1912.

27, 1913.

28, 1914.

4, 1«»12.

7, 1903.

8, 1913.
14, 1907.

6, 1898.

17, 1880.

12, 1895.

2, 1904.
25, 1906.
11, 1888.

7, 1892.
17, 1912.
20, 1890.
23, 1905.

23, 1897.
20, 1912.

3, 1912.

7, 1912.

25, 1913.

5, 1912.
3, 1909.

26, 1913.
1886.

6, 1907.
27; 1912.
14, 1902.

20, 1912.
30, 1910.

24, 1912.

21, 1895.
5, 1907.

28, 1899.
1, 1902.

24, 1912

25, 1901.

26, 1908.

20, 1913.
30, 1905.
30, 1905.

27, 1907 .

21, 190.1
10, 1886
19, 1912.

8, 1904.
30. 1913.

Salary.

$ cts.

150 00
320 00
160 00
120 00
220 00
140 00
320 00
600 00
180 00
130 00
320 00
260 00
260 00
150 00
320 00
105 00
100 00
320 00
125 00
260 00
80 00
220 00
140 00
380 00
180 00
380 00
880 00
980 00

1,180 00
125 00
140 00
320 00
320 00
125 00

1,260 00
85 00
320 00
540 00
220 00
80 00
220 00
120 00
905 00
140 00
125 00
250 00
120 00
260 00

1,180 00
140 00
320 00
125 00
440 00
260 00
220 00
480 00
960 00
7-0 00
380 00
980 00
125 00

1,440 00
120 00

* $25 for operating foghorn or bell.

MARINE AND FISHERIES

5 GEORGE V., A. 1915
Statement of lightstations and names of lightkeepers, etc. — Continued.
NEW BRUNSWICK AGENCY- Continued.

Nami! of Station.

McFarlane point

McMann point

Marks point

Middle island

Midjik bluff

Miramichi lightship

Miscou gull}'

Miscou island, light and fog alarm . .

Moncton, Fort

Mulholland point. . ,

Musquash island

*Musquash

*Navy Bar

Negro point

Neguac range ....

Neguac, lower range

Newcastle

Oak point, Miramichi, range

Oak point, St. John ,

Oromocto

Outhouse point

Palmer landing

Partridge island, light and fog alarm

*Pea point

Peck point, light and fog alarm

Perry point

Petit Rocher

*Pokemouche

*Pokesudie

*Portage island range

Preston beach range

Quaco, light and fog alarm

Reid point

Richibucto bar range. .

Richibucto channel range

Richibucto north beach range .....

Richibucto head

Robertson point

*St. Andrews ,

St. Louis gully range

St. Martins

Sand point

Sapin point

Shampier wharf

Shediac harbour range

Shediac island range

Shediac north channel range

Sheldrake island range

Shippigan gully range

*Southwest head, Grand Manan

*South west Wolf

Spencer, Cape, light and fog alarm .

Spruce point

Stonehaven

*Swallowtail. ...

Swash way range

Tiner point, fog alarm . .

*Tongue shoal

Tormentine range, Cape
Tracadie North, range .

Tracadie South

Vin, baie du, range

Wilmot bluff

Name of lightkeeper.

A. McFarlane

H. R. McMann

W. Maloney

M. Murray

A- Henderson

R. McLean

R. McConnell, Jr

J. A. Ward

G. W. Silliker

A. Parker

E. M. Akerley

J. S. Galbraith

J. Kilpatrick

E. Ross

J. Robinson

C Mcintosh

R. B. Matheson

J. Bowie, Jr

Mrs. B. M Francombe

Miss S. J. Brennan

S. Edgett

B. R. Palmer

J. B. Dey

G. D. Eldridge

E. Lockhart

S. T. Lamb

J. D. Laplante ,

M. Hayden

W. M. Cormier

P. Morrison, Jr

S. Preston

f C. Brown (lightkeeper)

1 L. B. Bradshaw (engineer)
W. Lamb

C. P. Richard

J. Robichaud

F. McNeill

P. F. Richard

C. Dean

W. J. Pendleberry

D. L. Maillet

W. Calhoun

J. F. McCloskey

D. L. Daigle

B. Hazen

T. Harts...

M. Robinson ...

F. Gould

J. A. Morrison

J. DeGrace

T. P. Foster

E. Wright

/J. E. Collins (engineer) ..

\C. McKee (lightkeeper)

Mrs. G. B. Hannah

W. Daley

G. A. Lahev

S. Williston

A. Splane

T. Rooney ...

J. Wall..'

F. D. Basque

W. Godin

J". McLeod , .

J. H. True

Appointed.

Dec.

Nov.

Sept.
Sept.
May
June

DfC.
Jan.

June
Dec.

3, 1909.
2, 1901.
7, 1903.
April 10, 1902.
Oct. 4, 1894.
April 12, 1902.
9, 1897.
28, 1912.
27, 1912.

13, 1901.
March 4, 1912.
Jan. 28, 1914.
Dec. 26, 1906.
March 5, 1878.
June 15, 1912.
Dec. 9, 1892.
April 18, 1898.
June 2, 1906.

20, 1907.

12, 1910.

14, 1910.
22, 1911

March 3, 1913.
Jan. 7, 1913.
Aug. 31, 1908.
Nov. 4, 1911.
May 16, 1911.
Oct. 17, 1888.
May 24, 1912.
May 17, 1892
July 11, 1889.
Nov. 25, 1884.
Aug. 2, 1887".
Feb. 25, 1909.
May 24, 1912
June 16, 1902.
May 3, 1909.
May 30, 1895.
Mar. 20, 1912.
April 10, 1889.
May 13, 1912.

13,1911.

2, 1913.

9, 1912.

25, 1913.
17, 1905.
29, 1873.

13, 1899.
31, 1910.

4, 1899.
Sept. 26, 1910
Mar. 6, 1906.
June 23, 1908.
May 24, 1912..
Sept. 15, 1892..
July 30, 1913.
Oct. 29, 1912..
Tune 4, 1902.

26. 1905.
26, 1906.

5, 1912.
22, 1909.

14, 1913.

13, 1909.
12, 1899.

Nov.
May
Aug.
Aug.
Feb.
Dec.
Jan.
Jan.
Tune

Oct.
De".

June

Nov.

Tuly

Oct.

Sept,

Salary.

$ cts.

120 00
140 00
220 00
320 00
200 00
980 00
180 00
905 00
125 00
260 00
150 00
600 00
600 00
600 00
275 00
180 00
140 0
180 0
140 0
18C ))
140 00
125 00
1,200 00
335 00
680 00
130 00
160 00
380 00
275 00
380 00
220 00
490 00
490 00
140 00
230 00
260 00
2''0 00
320 00
125 00
380 00
150 00
160 00
120 00
85 00
120 00
140 00
380 00
140 00
380 00
260 00
600 00
680 00
804 00
504 00
220 00
140 00
540 00
380 00
980 00
520 00
190 00
3S0 00
220 00
3l'0 00
140 00

* 25 for operating foghorn or bell.

REPORT OF THE COMMISSIONER OF LIGHTS

SESSIONAL PAPER No. 21

Statement of lightstations and names of lightkeepers, etc. — Continued.
NOVA SCOTIA AGENCY.

Name of Station.

Abbot harbour

Aconi point

Advocate harbour

Amet island

Amherst basin range

Amherst point wharf

Annapolis

Apple river, light and fog alarm

Argyle

* Ai ichat

Ariehat, West (front)

Arichat, West (back)

Ariehat, West wharf

Arisaig

Avon ri ver bridges

*Baccaro

Barrington lightship . ' .

*Battery point

Bass river

*Bear island

Bear river

Beaver harbour

Beaver island ....

Beaver island, S.E. coast, light and fog alarm.

Belliveau

*Betty island

*Bickerton Port

Biglow point range

Blackrock

Blackrock point

* Boars head

*Bon portage island

Borden wharf

Bourgeois inlet

Bras d'Or (front)

Bras d'Or (back)

Brier island, light and fog alarm

Brooklyn pier

Budget

*Bunker island . .

*Bunker island, N.E

Burntcoat

Campbell island

*Candlebox island

*Canso harbour '

Canso range

Can so. North

Caribou

*Carter island

Caveau point range

Charlo harbour range

Chebucto head, light and fog alarm

^Chester

Cheticamp

Cheticamp harbour range

Chevt-rie '

Church point

Ciboux Islan I

Clarke cove range

Coffin island

Cold Spring head

Cole harbour range

Name of Lightkeeper.

W. H. B'Entremont

J. C. Bonner

R. M. Morris

W. Duncan

W. S. Tait

W. A. Downey

T. M. Gavaza

H. E. Elderkin

C. A. Amiro

W. Lavashe

M. Gernor

E. Delory

C. Forrest

H. R. McAdam

Windsor Electric Co

H. Ross

A. N Crowell

I. B. Heckman

D. Vance

W. J. Malcolm

H. Warren . .

L. G. Cameron

T. Sampson

W. E. O'Leary

J. H. Belliveau , .

P. Christian

T. O'Hara

J. L. Peers

C Robinson .

M. D. Morrison

F. Ruggles

M. M. Nickerson

F. R. Clark

D. Sampson

R. McLennan

A. Fraser

J J. N. Peters (lightkeeper) .
I B. H. Morrell (engineer . .

H. Godfrey

S. E. Burns

F. H. Doane

J. H. Scoville

W. Y. Faulkner

D. A. McDonald

B. Le Blanc

J. Long

W. J. Matthews

Appointed. Salary.

May
Nov.
Sept.
July
Jan.
May

July

Mar.

Nov.

Oct.

Feb.

Nov.

June

Feb.

Jan.

Oct.

May

Jan.

Feb.

Oct.

Feb.

June

Jan.

Oct.

Mar.

June

May

June

April

Dec.

Jan.

June

Mar.

Oct.

July

Jan.

June

July

Nov.

Dec.

R. McKay Feb.

J. A. McFarlane.

R. Mchonald

N. D. Desveaux . .

A. Richar i

R.Holland

U. Young

D. Desveaux

M. Roach

H. Macumber

J. H. Saulnier

D. Campbell

A. Campbell

J. E. Wentzell....
W. Van Amburg..
G. C. Jamieson. .

May

Sept.

April

Dec.

Aug.

Feb.

July

Aug.

May

Aug.

Oct.

Sept.

June

Oct.

22, 1888..

6, 1903..
12, 1912..

27, 1912..

7, 1913..

3, 1909..
14, 1913..
31, 1903.

9, 1897 . .
17, 1898..
20, 1906..

20, 1900..

8, 1911 . .

14, 1895..

12, 1900..
1, 1913..

7, 1913..
29, 1912..
24, 1907..

8, 1913..
7, 1913..

15, 1902..

13, 1892..
22, 1900..

16, 1889..
29, 190 t..

26, 1901 . .

7, 1912..
16,1385..

8, 1892..

24, 1901..

28, 1913..

29, 1904..

12, 1912..
11, 1912..

13, 1903..
6, 1901 . .
6, 1901..

25, 1909..
24, 1912 .

27, 1904..

9, 1907..

22, 1898..

23, 1911..

1, 1892..
31, 1896 .

17, 1904..

4, 1882..

24, 1912..

28, 1896 .
27, 1912..

8, 1911..
31, 1906..
15, 1884..
19, 1912..

5, 1912..
27, 1912..

8, 1878..

29, 1912..
15, 1910..

2, 1909..
6,: 1909..

21, 1898..

OtS.

140 00
320 00
335 00
540 00
230 00
120 00
120 00
980 00
600 00
3S0 00
140 00
140 00
90 00
180 00
210 00
520 00
880 00
395 00
140 00
320 00
230 00
2L0 00
140 00

1,180 00
140 00
680 00
260 00
150 00
440 00
380 00
520 00
440 00
180 00
105 00
125 00
180 00
565 42
614 58
140 00
275 00
520 00
320 00
380 00
200 00
440 00
440 00
320 00
440 00
460 00
380 00
230 00
240 00

1,180 00
600 00
395 00
230 00
85 00
260 00
540 00
170 00
600 00
220 00
260 00

* $25 for operating fog horn or bell.

MARINE AND FISHERIES

5 GEORGE V., A. 1915
Statement of lightstations and names of lightkeepers, etc. — Continued.
NOVA SCOTIA AGENCY— Continued.

Name of Stati

Cole harbour

Country harbour

Cranberry island, light and fog alarm.

Crichton head

Cross island, light and fo^ alarm

Croucher island

Dartmouth

Derby point

Devil islands lights

Digby pier

Dimock point, lights

Dog island .

Dover

Eastern Points harbour

Eaton ville

Economy . . . .

*Eddy point

*Egg island

Felix, Port

Fisherman harbour

Flat point, light and fog alarm

Flint island, light and fog alarm

*Fort point

Fourchu cape, light and fog alarm . . .

Fourchu head

Freels cape, fog alarm

Friar head

Gabarus

George, cape

*George island

George, port

Gilbert point

Gillis point

Glace bay (front)

Glace bay (back)

Glasgow point

Grande digue

Grand etang

*Grand passage

Granville centre

Green island

Green island, Lunenburg

Gregory island

Greville, Port, range

Guion island . . .

*Guybborough harbour

Hall harbour

Hampton

Harbour island

Havre bouche, range

Haute, Isle

Hebert, Port

Henry island

Herring cove

Highland village

Hobson island

Hood, Port

Horton

Hubbard cove

Indian harbour ,

Ingonish harbour

Ingonish island .. .

Ingonish, south harbour

Name of Lightkeeper.

W. M. Munioe

H.Burke

J. P. Hanlon

H. H. Crichton

C. Whynacht

G. Croucher

W. Patterson

D. C. xMcLean

W. C. Fulker

E. Beamen

Windsor Electric Co

S. Joyce

E. Moreash

C. E. Mason

R. Kirkpatrick

E. McLellan

E. Mundell

H. M. Stoddard

W. H. David

T. Beiswanger

C. M. Peters (lightkeeper).

D. Campbell (engineer)

A. Covey

J. Misener

T. S. Doane

G.Hardy

M. Myrick

M. Doucette

J. McDonald

A. L. McEachern

R. Ross

J. C. Anderson

J. W. Melanson

H. McLean

M. McNeill

A. McFarlane

A. Clory

C. A. Kaulback .

S. LeBlanc.

C. Buckman

H. Roney

E. K. Boudrot

M. B. Pearl

M. Sampson

E. A. Hatfield

E. Bagnall

G. E. Scott

E. McDonald

H. Foster

A. I. Luddington.

P. Webb

P. E. Morris

W. Burgess

D. A. McLennan

P. V. Hayes

Noble Chisholm

N. Mosher

R. D. McDonald

Mrs. S. M. Rath burn

O. Shatford

H. Boutlier

S. Hawley

R. F. Warren

J. Young

Appointed.

April

June

Aug.

May

June

Jan.

June

July

May

June

July

Sept.

May

June

Mar.

July

Mar.

May

Jan.

April

Aug.

July

May

Dec.

June

Sept.

Nov.

Dec.

Sept.

Jan.

Mar.

Aug.

Dec.

Nov.

Julv

Feb.

Mar.

Jan.

Feb.

Dec.

Aug.

May

June

Dec.

Jan.

Aug.

Dec.

Feb.

Aug.

July

Aug.

April

Feb.

Oct.

Feb.

Sept.

July

June

Aug.

Sept.

Inly

23, 1907.

11, 1902.
25, 1905 .
*6, 1874.

20, 1910.

31, 1883.

3, 1903.
19, 1912.

3, 1886.
29, 1897.

12, 1906.

4, 1884.

24, 1906.

23, 1911 .

27, 1913.
8, 1m12.

28, 1903.

22, 1909.
8, 1913.

19, 1906.

13, 1910.
12, 1912.

4, 1913.
16, 1896.
31, 1904.
16, 1909.
26, 1910.
18,1911.

10, 1908.

16, 1898.

17, 1885.
27,1912.

18, 1904..

18, 1897.

19, 1907...

19, 1907.

25, 1894.
12, 19(»9.
25, 1905.

7, 1901.

24, 1904.
3, 1912.

11, 1908

11, 1907.

29, 1908.
10, 1912.

12, 1914.
10, 1911.

2, 1911.

3, 1912.

18, 1896.

2, 1904.

20, 1892.

3, 1907.
29, 1912.

23, 1912.

19, 1912.
17, 1913.

3, 1879.
19, 1912.

6, 190L.
1 9, 1912.
17, 1903.

24, 1912

Salary.

$ cts.

120 00
000 00

1,180 00
320 00

1,130 00
440 00
180 00
190 00
680 00
140 00
130 00
260 00
320 00
110 00
80 00
85 00
600 00
680 00
320 00
260 00
565 42
614 58

1,260 00
260 00

1,180 00
220 00

1,130 00
85 00
320 00
680 00
3K0 00
150 00
300 00
260 00
140 00
140 00
260 00
120 00
120 00
380 00
140 00
620 00
680 00
260 00
320 00
620 00
260 00
200 00
200 00
395 00
380 00
680 00
260 00
600 00
150 00
85 00
395 00
320 00
380 00
335 00
260 00
230 00
520 00
85 00

*$25 for operating fog horn or bell.

REPORT OF THE COMMISSIONER OF LIGHTS

SESSIONAL PAPER No. 21

Statement of lightstations and names of lightkeepers, etc. — Continued.
NOVA SCOTIA AGENCY— Continued.

Name of Station.

lona

"Isaac harbour

Jeddore harbour range

\Jeddore rock

* Jerome point

"Jersey man island

Jorains

Jordan

K etch harbour .

Kidston island

*Kingsport

*Lahave

L'Ardoise, Lower, (front)

L'Ardoise, Lower, (back)

Lingan head ....

*Liscomb

Little Dyke

*Little Hope

Little Lorembec

Little Narrows

"Lockeport

Lome, Port

Louisburg, light and fog alarm. . . .

Louisburg range

Mabou (front)

Mabou (back)

McKenzie point

* McMillan point.

McNab island

McNeill beach

*Main-a-dieu

*Maitland, Port

Maitland wharf

Man-o'-War point .

Margaree

Margaree harbour (front)

Margaree harbour (back)

Margaretville

Marjorie island

*Mary~ Joseph

Masstown. .

Mausrer beach, light and fog alarm
Medway

* Med way head

Metaghan river

Minudie ....

Mitchener point

*Moser island

"" Mouton, Port .

Mullins point range

Munro point

Musquodoboit (front)

Musquodoboit (back)

*Negro island

*Neil harbour

New harbour

Noel

Name of Lightkeeper.

M. D. McNeil.
I L. Giftin . . .

ilki

North, Cape, light and fog alarm

North East harbour range

Or, Cap d', fog alarm

*Ouetique island

*Owls head

J. W. Mitchell

J. H. Barron

A. Theriault

F. Williams

D. Wolfe

C. Martin

D McRae

J. P. Corkum

W. H. Palmer

E. Burke

A. Birrett

J. Kelly

W. Redmond

J. B. Urquhart

Reuben J. Colp

P. Gallant

M. Matheson

B. Decker

C. B. Beardsley

W. Cameron (lightkeeper) . .

D. A. Campbell (engineer).

T. Connierton

J. B. McDonald

R. McLean

H. McRae

A. McMaster

M. Lynch

L. McNeil

T. Campbell

A. J. Sallows

L. Lawrence

M. N. McDeod

A. Y. McLellan

M. A. Dunn

R. McLennan

J. Cleveland . .

M. McDonald

C. Turner

R. Dykeman

W. Iceton, Sr

S. T. Foster

J. Wynacht

.J . A. Melancon

F. Vernon

J. Smith

S. Moser

A. H. Cook

J. Mullins

F. D. McLeod

J. Kent

A. M. Kent

B. Nickerson

G. Sweet

S. Zinck

J. Conley

M. C. McPherson (l'gtkeeper)
J. G. McAskill (engineer) .

E. Ha?ar

D. P. McAleese

F. A. Burke .

S. W. Blaxland

Appointed.

Aug.

April

Aug.

Sept.

April

May

Nov.

May

Feb.

May

Mar. .

Mar.

Dec.

Oct.

April

Oct.

Jan.

Oct.

Nov.

Dec.

Jan.

May

Oct.

Sept.

Dec.

July

May

June

Aug.

Dec.

Feb.

Jan.

Sept.

May

June

Jan.

Sept.

Aug.

Feb.

July

Mar.

April

Dec.

May

Sept.

Nov.

April

June

May

April

Nov.

July

Aug.

Mar.

Nov.

Feb.

May

Jan.

Oct.

Feb.

Dec.

15, 1913 .

28, 1894..
2, 1913..

29. 1882..

4, 1913..
31, 1905..
13, 1912..
4, 1912..
19, 1905..

17, 1892..
19, 1912..

22, 1878..
27, 1912..
27, 1912..

2, 1911..

29, 1912..

18, 1912..

30, 1913..

19, 1900..

19, 1912..
27, 1913..

3, 1912..
15, 1913..

20, 1902..

26, 1907..
20, 1912..

7, 1906..

27, 1912..
24, 1912..

23, 1905..

6, 1884..

5, 1912..

28, 1900..
28, 1911..

5, 1912..
12, 1912..

12, 1903.

8, 1901..

15, 1912..
22, 1909..

27, 1913..

24, 1913..
8, 1903..

20, 1900..

18, 1913..

7, 1911..
3, 1909.

28, 1912..

6, 1885..

27, 1912..

8, 1892..

13, 1912..
20, 1904..
20, 1908..
26, 1897..
11, 1911..

5, 1913..

19, 1913..

6, 1913..

29, 1911..

28, 1914..

30, 1913..

16, 1907.
2, 1911..

Salary.

.9 cts.

140 00
380 00
260 0»
600 00
320 00
440 00
190 00
150 00
140 00
320 00
150 00
320 00

85 00

85 00
290 00
460 00

85 00
880 00
180 00
190 00
520 00
335 00
396 95
1,043 15
320 00
105 00
120 00
230 00
230 00
440 00
1*5 00
395 00
260 00

90 00
125 00
540 00
120 HO
120 00
275 00
180 00
320 00

80 00
980 00
140 00
320 00
160 00
100 00
230 00
440 00
395 00
320 00
190 00
260 00
180 00
520 00
240 00
100 00
120 00
500 00
770 00
260 00
880 00
520 00
410 CO

* $25 for operating fog hom or bell.

MARINE AND FISHERIES

5 GEORGE V., A. 1915
Statement of lightstations and names of lightkeepers, etc. — Continued.
NOVA SCOTIA AGENCY— Continued.

»f Stati

Name of Lightkeeper.

*Page island.

Parker cove

*Parrsboro

* Pease island

Peggy point

Pennant harbour

*Petitdegrat

Pictou bar

Pictou custom house

Pictou harbour range

Pictou island, east end

Pictou island, west end

Pictou island wharf .4 *

Pomquet island ...

Pope harbour

Portapique

Porter point

*Poulainon

Prim point, light and fog alarm

*Pubnico harbour

Pugwash

*Quake<* island

*Queensport

Race, Cape, light and fog alarm

Red islands

''Redman head

Rond, Cap

Roseway, Cape, light and fog alarm

Sable, Cape, light and fog alarm

Sable island, E.E

Sable island, W.E

*Sable island, Cape, west head

St. Ann harbour

St. Esprit island

*St. George, Cape

St. Lawrence, Cape

St. Mary, Cape

St, Paul island, N, light and fog alarm

St. Paul island, S

Salter head

Sambro, light and explosive fog signal

Sambro harbour

Sambro inner island

*Sand Spit ,

Scatari, light and fog alarm

Seal island, S . E. coast, light and fog alarm .

Shafner point

Sharp, Cape, light and fog alarm

Sheet Harbour passage

*Sheet rock

*Ship harbour.

Shulie

Sissiboo

Spencer island

Spencer point

Steven point range

*Stoddart island

*Sydney bar

Sydney, Battery point range

Sydney range (front)

Sydney range (back)

Tanner island

Terence bay. .

Three Top island

Appointed.

A. M. Powell Feb.

C. Halliday May

W. J. Simpson |Oct.

T. Baker May

S. H. Garrison. ... :Dec.

P. A. Gray June

X. Marchand. JDec.

G. Carmichael Nov.

D. Munro

J. Dicks

A. Mc Far lane

July
July
June

17, 1906.
30, 1912.
27, 1911.
19, 1879.
22, 1902.
30, 1903.

3, 1912.

12, 1910.

19, 1912.

8, 1892.
29, 1905.
22, 1911.

18, 1890.

18, 1911.
26, 1914.

29, 11)04.
10, 1912.

19, 1912
6, 1893.

15, 1912

9, 1910.
12, 1913.

1, 1897.

30, 1901.
10, 1909.

16, 1898.

31, 1899.
16, 1902.

C. D. Patterson jMar.

J. McLean Dec.

M. Murphy . ;Dec.

J. Abriel Nov.

W. Chisholm Feb.

Frederick W. Bishop April

H. Young Dec.

L. M. Ellis Oct.

G. D. Amiro Feb.

C. J. Chapman June

E. Fader Feb.

T. O'Leary April

J. Myrick Nov.

J. P. Campbell Nov.

J. Croft Sept

J . J. Mauger ! Nov

J. L. McKenna Mar.

A. H. Cunningham July

J. Gregoire

J.Edwards

W. B. Smith, Jr April 12, 18'. 0.

A. Nicholson June 5, 1905.

A. Ferguson Feb. 27, 1914 .

John Murray Nov. 3,1882.

C. Jamieson Sept. 21,1893.

B. H. Robicheau July 5, 1886.

J. McLeod Nov. 1, 1912.

A. G. McNeil Sept. 5,1913.

C. Smith June 21,1888.

A. Gilkie Jan. 8, 1877.

J. H. Finlay Dec. 7, 1899.

E. Smith Tan. 3, 1908.

N. D. Butler Feb. 6, 1913

J. Nearing May 25, 1912.

J. Crowell Oct. 14, 1896.

J. K. Healy Dec. 17, 1912.

J. E. George April 12, 1913.

G. W. Wambolt (temp.). . . . Dec. 25, 1911

S.Kenny June 2, 1909.

H. Parmer Oct. 14, 1899.

C.Patterson Oct. 26,1905.

L. P. Amirault April 10, 1912.

R. Spicer Oct. 22, 1912.

R.A.Spencer April 1,1870.

D. Fullerton Oct. 7,1912.

E. Larkin Mar. 18, 1896.

D. H. McNeil Nov. 16,1912.

J. J. McDonald June 30, 1913.

H Lewis May 8, 1913.

A. J. Lewis May 2, 1905.

R. G. Wight Sept. 24, 1913.

S. P. Slaun white Oct. 13, 1903.

H. S. Munroe May 24, 1912.

Salary.

| Cts.

320 00
150 00
455 00
520 00
520 00
180 00
275 00
580 00
125 00
275 00
600 00
600 00
125 00
520 00
410 00
120 00
180 00
275 00

1,030 00
440 00
395 00
425 00
380 00

2,300 00
180 00
260 00
520 00

1,180 00

J,lh0 00
225 00
225 00
320 00
260 00
600 00
320 00
600 00
520 00

1,440 00
600 00
120 00
980 00
180 00
180 00
320 00

1,440 00

1,180 00
230 00
880 00
110 00
6S0 00
380 00
260 00
275 00
150 00
180 00
150 00
.>20 00
395 00
80 00
820 00
260 00
180 00
180 00
395 00

$25 for operating fog horn or bell.

REPORT OF THE COMMISSIONER OF LIGHTS

SESSIONAL PAPER No. 21

Statement of lightstations and names of lightkeepers, etc. — Continued.
NOVA SCOTIA AGENCY— Continued.

Name of Station.

Name of Lightkeeper.

Appointed.

Salary.

•

*Torbay.

Troop point

G. A. Shrader

May 13, 1912..
Nov. 7, 1912..
Feb. 6, 1906..
Aug. 2, 1889..
April 13, 1912..
,. 15, 1912..
Jan. 7, 1913 .
Dec. It;, 1911..
Mar. 22, 1907..
Sept. 8, 1888..
Dec. 19, 1910..
April 12, 1890..
Jan. 15, 1912..
Sept. 11, lS84..
April 4, 1902..
Aug. 27, 1900.
Oct. 17. 1905..

x cfca .

395 00

R. F. Schaffner

I). GiJlis

S. LeBlanc

150 oo
4^0 00

Tusket ri ver

380 00

Victoria beach

Wade, Tort

Wallace harbour range

S. Haynes

H. Burke

A. I). Lawson

150 00
125 00
230 0d
230 00

*Wedge island . .

W. R. Church

A. Strum

F. X. Wolfe

E. W. Sathera

A. Munroe

M. Matheson

680 0<*

Westhaver inland

West Iron bound island

* Westport

"Whitehead island

Whycocomagh

Woliville

320 00
425 00
520 00
G20 00
120 00
180 00

320 00

Yarmouth corner beacon

C. J. O'Hanley

260 00

PRINCE EDWARD ISLAND AGENCY.

Alberton range ' J. Skerry

Annandale range J. Norton

Bear, Cape H. Hyde

Belle river M.J.Bel]

K\g Tignish range D. Hand rah an . . .

* Blockhouse point N. W. Currie

Brighton beach range ' J. Purcell . . . .

Brush wharf range.

Cardigan river

Cascuuipeque

Covehead range

Darnley basin range

Darnley poin* range

Douse point range

East point, light and log alarm

East Souris

Egmont, cape

Fish Island range

Georgetown (front)

Georgetown (back)

Georgetown wharf

Hazard point range

"Indian point

Leards range (outer) ...

Leards range (inner)

Little Channel range

London, New range

Miminegash (front)

Miminegash (back)

Murray harbour (front)

Murry harbour (back)

North point

North port range

Nor h Ri stico ranges

Panmure head light and fog alarm.

Prim point

Savage harbour range

Sea Cow head

F. F. Dreeland

J. D. Morrison

W. Mallet

J. McCabe

C. Taylor

C. Morrison

ET. A. McDonald

A. C. Mclntyre

G. N. McDonald

E. J. Arsenault

P. Hickey

J. Vatcher

R. Westaway ...

S. Hemphill

Stewart

W. Peters

J. Howatt

C. Holmes

Hardy

A. Pidgeon

P. O'Brien

J. Costain

L. McNeill

R. Penny

D. P. McCarthy

B. Mountain

L. Blacquiere

W. A. McDonald. . .
M. Condon, (Engineer).

S. A. McLean

J. A. McDonald

M. P. O'Rane^han . . . .

27, 1912

10, 1911.

30. 1912.

15. 1901.

27, 1914.

20, 1911.

June 12. 1913.
July 12, 1912.
July 5, 1912.
April 2'.). 1913.
Oct. 7, 1012.
April
i Dec.
Mar.
'Aug.
:Feb.
I Dec.
June 14, 1897 ..
May 14, 1913..
(Temporary). .
I April 10, 1912..
July 14, 1913..
Aug. 26, 1912..
May 22, 1913..
Feb. 27, 1914..
Julv 19, 1912..
Jan. 13, 1913..
June 11, 1910..
May 2, 1913..
July 22, 1S93..
May 22. 1912..
July 26, 1875..
MaV 24, 1912..
May 14, 1897..
June 5, 1913..
April 17, 1912..
Nov. 11, 1897..,
Aug. 5, 1912..
July 13, 1912..
April 22. 1912..
Sept. 28, 1912..
Aug. 10, 1908..
July 27, 1912..
,.' 11, 1889..
April 21, 1873..

120 00

150 00
400 00
80 00
190 00
400 00
350 oo
105 00
140 00
380 00
130 00
120 03
220 00
120 00
905 00
440 00
335 00
380 00
180 00
220 00
140 00
305 00
440 00
180 00
150 00
180 00
190 00
120 00
100 00
105 00
120 00
395 00
150 00
190 00
452 50
490 00
395 00
180 00
440 00

* $25 for operating for horn rr bell.

MARINE AND FISHERIES

5 GEORGE V., A. 1915
Statement of lightstations and names of lightkeepers, etc. — Continued.
PRINCE EDWARD ISLAND AGENCY— Continued,

Name of Station.

Shipwreck point E. McKinnon.

Summerside (back) F. Muttart .

Summerside (front) J. Eraser.

St. Peters island J. J. Taylor

St. Peters range ! J. McGrath.

Tracadie range IW. A. McDonald

Tryon, Cape W. Bell

Warren farm range C. E. H. Newson.

West point ' iW. McDonald . . .

West point wharf J. N. Ladner ....

Wood island L, Morrow

Wood island harbour range J. Young

Wrights range C. L. Wright

Appointed.

Oct. 30, 1913.
May 3, 1912.
April 12, 1897.
Tune 15, 1912.
.. 15, 1912.
Dec. 22, 1911.
Mar. 17, 1905.
May 11, 1912.
Aug. 22, 1876.
Sept. 6, 1912.
Oct. 29, 1912.
Nov. 14, 1902.
June 14, 1894.

Salary

$ cts.

380 00
125 00
180 00
335 00
190 00
160 00
380 0<>
125 00
440 00
125 00
335 00
HO 00
180 00

QUEBEC AGENCY.

Amherst island

* Amherst wharf

Amour point, light and fog alarm

Anguille, cape, light and fog alarm

Ange Gardien (back)

Ange Gardien, (front)

Anticosti, S. W. point

Anticosti, west point, light and explosive fog

signal

Bagot bluff, light and fog alarm

*Barachois de Malbaie

Basile, Pointe a (front)

Basile, Point a (back)

*Bassp, Point

Bauld, Cape, light and fog alarm . .

Beaufils, Anse a '.

Belier, He au

Bellechasse

Belle isle, north end, light and fog alarm

Belle, isle, south end, light and fog alarm

Bersim is range

Bicquette island, light and fog alarm

Bird rocks, light and fog alarm ...

Bleue, Pointe

Bonaventure, Little

Bonaventure point

Bonaventure river

Brandy Pots

Brion island

Brule Cap, range

Caribou river, (front)

Caribou river, (back) .

*Carleton

Carleton wharf

Carlisle, new

Chat, Cap, light and explosive fog signal. . . .

Chat, River range

Chicoutimi

Cloridorme range

Clarke city

Corbeau, Cap au

Coudres, Isle aux

Crane island

*Daniel, Port

Corm ier . . .
J. Brophy.
Wyatt ...

Patry

Vezina
Doyon ....
Lemieux . .

Malouin
Laprise ....

Girard

Douville. . . .
Demers
Arseneau. . .

Eontaine

J. Ferguson.
, Gaudreault.
O. Bilodeau.
, G. Wyatt..
Richards . .
Grenier...

Heppel

Bourque. . . .
Tessier ...
Arsenault . . .
Bourdage . . .
Arsenault . . .

Richard

Chevrier. . . .

Pillion

Savard

Leblanc

Can ebon . . .
Chishobn . . .

Cote

Chenard ....
Harvey
Erancoeur . . .
W. Clarke..

Cimon

Pednault. . .

Ye/.ina

, Mclnnis .

Mar. 21, 1911,

No\
Oct,
Oct

15, 1910.

18, 1889.
9, 1908.
Mar. 14, 1912.
Apr. 12, 1912
July 25, 1900.

May

Apr.

May

Eeb.

Mar.

May

July

May

Oct.

June

Oct.

Aug.

Mar.

Aug.

June

July

June

April

Oct.

June

Feb.

May

July

April

July

Dec.

May

Dec.

Eeb.

July

April

Jan.

24, 1912.

18, 1903.

14, 1912

6, 1901.
12, 1914.
17, 1911.

15, 1905.
21, 1912.
30, 1901.

15, 1903.

16, 1913.

7, 1912.

8, 1V-03.
21, 1913.

5, 1912

9, 1904.
26, 1913.

2, 1913.
26, 1913.

7, 1878.

23, 1905.

24, 1912.
12, 1913.

1, 1892.

12, 1913.

20, 1913

17, 1908.

3, 1901.
15, 1911.
30, 1889.
23, 1912.
10, 1913.

4, 1912.
15, 1912.
26, 1904.

19, 1914

480 00

90 00

1,440 00

105 00

880 00

905 00

1,180 00

105 00

220 00

180 00

90 00

1,440 00

85 00

200 00

520 00

1,440 00

1,675 00

180 00

980 Oo

1,475 00

100 00

80 00

260 00

80 00

(500 00

600 00

540 00

105 00

120 00

380 00

80 00

100 00

880 00

130 00

100 00

140 00

85 Oo

105 00

85 0o

440 00

100 Co

* $25 for operating fog horn or bell.

REPORT OF TEE COMMISSIONER OF LIGHTS

SESSIONAL PAPER No. 21

Statement of lightstations and names of lightkeepers, etc. — Continued.
QUEBEC AGENCY — Continued.

Name of Station.

*Daniel, Port west

D'Espoir, Cape

Dogs, Cape, light and fog alarm

Domaine (front)

Domaine (back)

East cape

*Eboulements, Les

Egg island

Eau, Anse a 1'

* Entry island

Escoumains wharf

Escoumains range

Eskimo point range

*Etang du Nord

Fame point, light and fog alarm

Father point light and fog alarm

Ferolle point, tag alarm

Flat island

Flower island, light and explosive fog signal.

Great Fox river, range

*Gascons, Anse aux

Gaspe, Cape, light and explosive fog signal . .

God bout range

*Goose cape

Grand Entry harbour range

Grande ile, Kamouraska

Grande Vallee range

Grand Pabos

*Grand river

*Grand river wharf

Green island, light and explosive fog signal. .

Greenly island, .light and fog alarm

Griffin cove range

Grosse Roche

Heath point, light and explosive fog signal. .

Hospital rock range

Janvrin and Paddy shoals

Loup, Riviere du ,

Magdalen cape, light and fog alarm

Magpie bay range

Mai, lies de

*Maquereau , point

Martre, Riviere a la, light and fog alarm

Matane

Metis, Little

Mistook range

Moisie ranges

Mont Louis range

Moots, Pointe des, light and explosive fog

signal

Moulin, Riviere du (back)

Moulin, Riviere du (front) . .

N atashkwan, Little

Natashkwan point

* Newport point . .

New Richmond wharf

* Noire, Pointe range

Norman, Cape, light and fog alarm

Oak point range

Orignaux, Pointe aux

* Paspebiac

* Perce

Perce wharf ....

Peribonka, inner and outer ranges

Salary

I. McKenzie 'Dec.

C. Bourget . . Nov.

L. Bergeron 'Sept.

N. Gagnon: April

X. Emond 'July

G. Sergerie !Nov.

H. Tremblay Mar.

E. Chouinard May

A. Gingras May

G. F. Cullins July

C. Boucher ;Sept.

Saguenay Lumber Co Sept.,

J. F. Boudreault Oct.

N. Arseneau May

H. L. Ascah Feb.

J. Cahill Mar.

D. Beaudoin .... Oct.

A. McKenna (temporary) ... . .

J. Lavalle April

T. Dufresne I Dec.

J. Ahier Jan.

Jan.
Mar.
Feb.
April

26, 1912.

1, 1897.

11, 1909.

23, 1912.

13, 1908.
3, 1910.
7, 1914.

24, 1911.

29, 1906.

30, 1901.

14, 1911.
1906... .

3, 1907 .
16, 1911.

1, 1913.
16, 1912.
19, 1912.

J. Smith

N. A. Comeau

C. Audet

A. Turbid e

J. Desjardins . Aug

A. Fournier r)ct.

\V. McRea >.... June

W. Bisson Oct.

D. Boutin April

R. W. Lindsay . ; *, Sept.

N. Cote Aug.

H. Boulet July

X. Maltais Mar.

C. Hubert July

V. Lavoie Mar.

K. J. Carter April

E. Madore March

F. J. Sasseville June

A. Dupuis Oct.

A. Lebel

A. Bertrand Dec.

J. L'italien :Mar.

12, 1905.
1, 1911.

19, 1914.

20, 1912.
31, 1910.

13, 1914.

25, 1907.
6, 1913.

15, 1904.
4, 1912.

26, 1896.
22, 1912.
25, 1888
11, 1908.

4, 1908.
28, 1913.

27, 1907 .
22, 1909.

6, 1911.

4, 1913.

9, 1886.
22, 1907.
30, 1913.

21, 1877.

1. Banville. ...

E. Caron

J. Fleuiy

A. St. Louis. . .
J. Lemieux

V. Faffard

G. Laberge

G. Tremblay ....

D. Landry

W. Landry

A. David

W. Campbell....
J. E. Boulianne.
A. W. Campbell
T. H^-per

. Levesque

J. Loisel

F. Bourget

P. Levesque

E. Gaudreault . . .

Feb.
May
Feb.
June
Jan.

July
Aug1.
Sept.
May
July
Jan.
Feb.
Jan.
July
July
Dec.
Aug.
Mar.
May
June

1912.

1, 1897.
29, 1906.
14, 1912.
14, 1909.

3, 1912.

10, 1889.

13, 1913.

9, 1889.

13, 1910.

14, 1913.
20, 1912.

14, 1910.
18, 1904.
28, 1911.
24, 1909.

8. 1913.
27; 1894.
18, 1893.

6, 1912.

15, 1912.

cts.

140 00

600 00

980 00

105 00

120 00

200 00

80 00

640 00

100 00

380 CO

90 00

150 00

180 00

480 00

1,200 00

1,260 00

1,030 00

680 00

780 00

160 00

80 00

805 00

140 00

320 00

170 00

600 00

180 00

85 00

220 00

85 00

880 00

1,4-10 00

ISO 00

320 00

980 00

380 00

200 00

100 00

980 00

180 00

440 00

1,030 00

520 00

600 00

150 00

170 00

150 00

880 00
100 00
120 00
305 00
220 00
190 00
95 00
320 00
1,080 00
180 00
380 00
260 00
260 00
85 00
230 00

$25 for operating fog horn or bell.

MARINE A \7) FISIIVRIES

5 GEORGE V., A. 1915
Statement of lightstations and names of lightkeepers, etc. — Continued.

QUEBEC AGENCY— Continued.

Name of Station.

Peribonka, middle range

Perroquet island

* Peter Point

Pilgrim, Long

Pipe, Riviere a la

Portnenf

Portneuf range

Quebec harbour range

Raj', Cape, light and fog alarm

Red islet .

Rich point

*Rimouski wharf

Roberval range

Rosier, Cape, light and fog alarm. . .

.St. Adelaide de Pabo&

St. Alphonse

Ste. Anne de Beaupre (back)

Ste. Anne de Beaupre (front)

Ste. Anne des Monts range

M;e. Anne des Monts wharf

St. Antoine (front)

St. Antoine (back)

St. Charles de Caplan wharf

Ste. Croix

Ste. Croix (front)

Ste. Croix (back)

Ste. Famille (back) . . .

Ste. Famille (front) ....

Ste. Felicite fog alarm

St. Francois (front)

St. Francois (back)

St. Francois wharf

*St. Godfrey wharf

St. Jean

St. Jean, Anse

St. Laurent

St. Mary island

St. Martin, Poste (front)

St. Martin, Poste (back)

St. Omer wharf

Ste. Petronille

St. Pierre (front)

St. Pierre (back)

"St. Simeon wharf

St. Thomas de Montmagny range. .
Salmon, Cape, light and fog alarm

*Sandy Beach point

Seven islands, light and fog alarm . .

Seven islands wharf,

Simard (back)

Simard (front)

Stone Pillar and Algernon rock

Trembles, Pointe aux ,

Trois Pistoles wharf ,

*Upper Traverse

Valin, River (back)

A'alin, River (front)

Verte, lie, range

Name of Lightkeeper.

F. C. Frasse

H. Vigneau

W. A. St. Croix

H. Morin

A. Morin

E. Tremblay

P. Poitras

Quebec Harbour Comm'srs.

E. H. Rennie

P. T. Fraser

N. Breton

U . Lavoie

Roberval Electric Co ...... .

E. Costin

S. Duguay

.P Tremblay

G. Pare :..

J. DeBlois ».

F. Henley

D. Dugas

L. Frechette ,

Gr. Demers

U. Dion

W. A. Thurber

T. Crotfau

Mrs. D. Racette

A. Paquet

A. Poulin

A. Otis

K. X. Lamelin

A. Emond

O. Emond

J. Joseph

A. Laverdiere ,

F. Lavoie

T. Coulombe

J. Galibois

J. Duperre

A. Tremblay

H. Godbout

N. Ferland

A. Asselin

J. Roberge

E. Tremblay

E. Nicol

L. Bouchar d

J. N. Ascah ,

H. Demeules

C. Cormier ,

T. Simard

H. Simard

E. Francreur

L. Gauvin

D. D'Amours

A. Fournier

G. Lavoie

M. Lavoie ,

J. Charron

Appointed.

May

Feb.

29, 1912.

8, 1912.

13, 1914.

April 29, 1898.

Oct.
May
Oct.

3, 1901.
16, 3903.
24, 1906.

Oct. 19, 1884
April 12, 1890

16, 1896
24, 1906

21, 1898
4, 1890

14, 1912

19, 1893
28, 1912

4, 19L2

22, 1911
31, 1912
11, 1908

7, 1911

20, 1911
28, 1907
28, 1901
-, 1890

17, 1908
April 26, 1898
Feb. 1, 1913
April 11, 1912
July 12, 1913
Nov. 2, 1912
May 14, 1912
A i ril 10, 1912
Mar. 13, 1889
Dec. 23, 1911
Temporary . .
Feb. 14, 1914

4, 1913
24, 1913

3, 1901
19, 1912
13, 1908
13, 1912

7, 1910
16, 1896

May

Oct.

June

Nov.

May

June

July

Dec.

Oct.

Aug.

Dec.

May

June

Mar.

Dec.

May

Feb.

Sept.

Mar.

May

Aug.

April

May

Dec.

July

Nov.

May

Feb.

Sept.

Dec.

April

June

Mar.

1911.
13, 1909.
18, 1913
13, 1913.
13, 1913.
15, 1912.

20. 1913.

21, 1911.
14,1900.

7, 1909.
7. 1909.
1, 1912.

* 825 for operating fog horn or bell.

REPORT OF THE COMMISSIONER OF LIGHTS
SESSIONAL PAPER No. 21

Statement of ligntstations and names of lightkeepers, etc. — Continued.

MONTREAL AGENCY.

Name of Station.

Name of Lightkeeper. Appointed.

Aigie, lie a 1" (front)

Aigle, He a 1' (back)

Anglais, Pointe aux

Argenteuil bay range

Ash and Bloody islands

Bague, lie a la

Barques, He des

Barre a Boulard (front)

Barre a Boulard (back)

Batiscan (back)

Batiscan (front)

Batture St. Antoine traverse range

Beauharnois range

Becancour (front)

Becancour (back)

Becquets, St. Pierre les

BehYrive Park range

Bellevue, Ste. Anne de

Belceil bridge

Black point

Blondeau, Chute a, range

Bouchard, He (front)

Bouchard, lie (back)

Boucherville range

Cadieux, Pointe a

Cardinal traverse range

Caron point

Chambly basin range -,

Chambly canton range

Champlain (front)

Chatnplain (back)

Champlain, upper (front)

Champlain, upper (back)

Charles, Cape (front)

Charles, Cape (back)

Chene, Pointe au

Church pointe traverse St. Antoine (front).
Church point traverse St. Antoine (back). .

Citrouille, Pointe

Contrecoeur course (front).

Contrecoeur course (back)

Contrecoeur Vercheres (front)

Contrecneur Vercheres (back)

Contrecoeur traverse (front)

Contrecceur traverse (back)

Deslauriers, lie (front)

Deslauriers, He (back)

Dorval and pointe Claire

Gallia bay, upi er range

Gallia bay, lower range

Gentilly (front)

Gentilly (back)

Georgeville

Grace, He de (front)

Grace, He de (back)

Graham (front)

Graham (back) ...

Green shoal

Grenville ranges

Grondines (upper front)

Grondines (upper back)

Grondines point (front)

Grondines point (back)

Hebert point

21—5

C. Lussier

O. Beauchemin . .

A. Labrosse

J. Giroux

G. L. Robinson . .

E. Thouin

J. Lavallee

N. Daigle

O. Lemay

P. St. Arnault...

B. Duval

A. Colette

J. Julien

O. Gingras . . . .

A . Tourigny

J. Mailly..'

C. Roy

E. Filon

H. Auclair ...

J. H. Peters

L. Kerr

Y. Laporte

A. Chicoine, jr. .

H. Carriere

S. Poirier

P. Morin

C. Proulx

J. de Sennevilk-. .

J. Savage

Mrs. A. Chartier
C. Marchand . .
J. Vezina .......

O. Lapointe

A. Boisvert

A. Baron

H. Lavoie

F. Chagnon

P. Chagnon

L. L'Heureux.. . .

J. Arpin

O. Gobeille

J.B. Gervais

J. Dupuy ........

P. Piche

A. Lacroix

J. B. Lozeau

A. Desmarais. . . .

B. Gloude

C. Fleury

J. Cournoyer

L. Lebosuf

D. Mailhot

O. H. Hutchins. .

B. Raquier

L. Lavallee

E. Lavigne. .
A. Laberge. ,
W. Davison.
A. Rivard. .
O. Rivard . . .
H. Rivard. .

F. Hamelin.
X. Hebert .

April

July

Aug.

Nov.

May

April

May

Aug.

June

July

Nov.

Jan.

Mar.

July

Jan.

June

Aug.

June

July

April

June

Aug.

May

Nov.

May

June

July

June

April

July

June

May

Nov.

Mar.

April

May

Nov.

April

July

May

April

Sept.

May

July

Aug.

April

June

July

May

10, 1912.

17, 1912.

19, 1912.

6, 1912.

25, 1912.
3, 1912.

30, 1913.

28, 1904.

9, 1912.

20, 1912.
27, 1912.

23, 1910.

20, 1912.
15, 1906.

15, 1906.

3, 1913.

12, 1905.

18, 1913
20,1913.

1, 1891 .
27, 1912.

21, 19»2.

16, 1903.

26, 1903.

4, 1904.

22, 1910.
15,1912.

24, 1907.
10, 1907.

3, 1912.
21, 1912.

21, 1912.
10, 1913.
23,1901.
26,1901.

17, 1913.
8, 1913.
8, 1913.
3, 1913.

22, 1904.

22, 1912.
13,1912.

1, 1912.
22, 1912.
26, 1904.

3,1912.

23, 1912

7, 1872.

24, 1912.

19, 1912

5, 1912.

2, 1907.
21, 1913.
19, 1912.

13, 1912.

Salary.

Feb.
May
Mar.
Nov.
Sept.
Aug.
June
Sept.

10,1911.

20, 1902.

29, 1910.
25,1912.
24, 1912.

30, 1912.

21, 1912.
30, 1910.

$■ cts.

150 00
150 00
275 00
125 00
320 00
230 00
320 00
320 GO
125 00
125 00
190 00
110 00
275 00
260 00
180 00
100 00
260 00
180 00

80 00
100 00
230 00
220 00
180 00
140 00
260 60
110 00
105 00
220 00
220 00
125 00
150 00
125 00
140 00
140 00
140 00
140 00

50 00

50 00
260 00
140 00
150 00
190 00
190 00
150 00
130 00
190 00
105 00
400 00
275 00
275 00
275 00
220 00

80 00
275 00
150 00

90 00
260 00
250 00
230 00
150 00
335 00
150 00
110 00

66 UARINE I \ /> FISHERIES

5 GEORGE V.. A. 1915
Statement <»t" lightstations ;ni<l names of lightkeepers, etc. — Continued.
MONTREAL AGENCY Continued.

Name of Station.

Sept.

April

Jan

June

May

July

Aug.

Jan.

June

| Mar.

Hochelaga range U. Paquette

Jones island |J. Oharlebois . . .

Lachine ranges A. Lizotte, Jr . .

Lacolle range W. G. Whitman

Lac, Pointe du (front) C. Bourassa . . .

Lac, Pointe du (back) S. Paquin .

Langlois pointe I A. Langlois

Laperle traverse range 'A. Laperle . ...

Lavaltrie range J. O. Martineau

Lead Mines W. Wheeler

Longue pointe traverse range A. Valiquette. . .

L'Original ;G. Seguin ;May

Lotbiniere (front) Mrs. L. Beaudet 'Sept.

Lotbiniere (back) M. Moraud June

Louiseville range !0. Plante | April

McTavish point 'J. Campbell |Nov.

Madeleine, Cap, lower range (front) ;M. Hebert I May

Madeleine, Cap, lower range (back) T. Arcand. [June

Madeleine, Cap, upper range (front) D. Montplasier June

Madeleine, Cap, upper range (back) ;L. Loranger June

Madeleine, Cap, village (back) T. Rocheleau. . |Aug.

Madeleine, Cap, village (front) I. De Grandmont JA\ig.

Marcotte traverse range F. Marcotte Oct.

Meule, Pointe a la, range D. Menard ;May

Moine, He du (front) IN. Sah ail May

Moine, lie du (back) IP. Salvail May

Molson island [ Miss E. G. Molson ;

Nicolet (front) ;D. Heroux Dec.

Nicolet (back) E, Heroux

Oka A. Lacroix.

Oka wharf T. Hamelin

Pads, He du, range jP. Dandonneault.

Papineauville range ... |J. Ohabot.

Perrot, Jle, range 'O. D'Anjou

Petite, lie course range :J. Pare.

Petite traverse (front) [E. Lavigne. . .

Petite traverse (back) IH. Jussaume.

Platon range C. Beaudet. . .

Portneuf range E. Paradis I April

Raisins, He aux, range. . .' |L. Verville. . . iMay

1, 1910.
22, 1009.
27. 1910.

18. 1904.
25, 1913.

2, 1900.
11, 1888.

7, 1912.

20. 1912
1, 1891.

10, 1910.

8, 1S94.

3, 1903.

19, 1913
19,1907.
18,1896.

11, 1888.

21. 1912
2i; 1912
21, 1912.

8, 1912.

8, 1912.
IS, 1910.

3, 1912.
15, 1912.
29. 1912.

Repentigny (front) A. Payette

Repentigny (back) . . . IL. L. Rivet. .

Richelieu j J. Auger

Rigaud jO. Mallette .

Ronde, He (front) H. Charland .

Ronde, He (back) j J. B. Jodin . .

Rosalie, He A. Seguin . .

Ste. Anne lock JC. Duquette .

Ste. Anne de Sorel (front) IM. Razotte

Ste. Anne de Sorel (back).

St. Charles point

St. Denis float light

Ste. Emmelie (front)

Ste. Emmelie (back)

St. Francis, Port, range

St. Francis river range

St. Jean

St. Mark point

St. Onge traverse range

St. Ours traverse, He (front)

St. Ours traverse, He (back)

St. Ours Locks traverse, range

St. Peter, Lake (front)

St. Peter, Lake (back, down range).

M. Latraverse

A. Messier. . .....

A. Bourgeois

J. B. Gaudet

E. Filtreau

F. Proulx

P. Descheneau

E. Menard

V. Ducharme, Jr

A. Lariviere jNov

G. Fortin May

A . Gaudette Oct.

D. Lamoureux June

L. A. Lamy Tan.

J. Lefevre May

Feb.

April

July

April

Aug.

May

Oct.

Mar.

May

Sept.

Aug.

Jan.

Mar.

July

Mar.

Feb.

April

5, 1906.

24, 1912.

23, 1912.
19, 1912.
17, 1897.
15, 1913.

7. 1912.

22, 1912.

24, 1904.
10, 1912.

13, 1912.
4, 1913.

28, 1894.

14, 1908.
7, 1910.

1, 1907.

2, 1913.

29, 1912.

4, 1914.
10, 1912.
10, 1912.

30, 1910.
9, 1913.
9, 1911.

10, 1905.

5, 1912.

21, 1912.

15, 1909.

23, 1912.

22, 1910.
13, 1912.

24, 1908.
19, 1912.
28, 1914.

11. 1911.

Salary.

* CSS.

250 00
140 00
305 00
220 00
320 00
180 00
220 00
105 00
335 00
100 00
210 00
180 00
140 00
120 00
220 00
180 00
140 00
150 00
125 00
150 00
125 00
125 00
110 00
230 00
150 00
190 00
140 00
320 00
180 00
125 00
85 00
335 00
180 00
140 00
105 00
125 00
150 00
220 00
335 00
335 00
120 00
140 00
220 00
210 00
500 00
320 00
220 00
140 00
125 00
150 00

no oo

120 00
130 00
140 00

335 00
230 00
220 00
105 00
110 00
190 00
180 00
L05 «J0
320 00
350 00

REPORT OF THE COMMISSIONER OF LIGHTS

SESSIONAL PAPER No. 21 " **

Statement of lightstations and names of Iightkeepfers, etc — Continued.

MONTREAL AGENCY— Concluded.

Names of Station.

j I

Name of Lightkeeper. Appointed. Salary

St. Peter, Lake (back, up range) Arthur Paquin

St. Placide ' H. Dubreuil

St. Roch range P. Mathieu

Ste. Therese, upper range (fiont) J. Poitra.s ...

Ste. Therese, upper range (back) | A. Durochers

Ste. Therese, lower range |J. Malo

St. Valentin range I A. Martin

Sorel range Richelieu & Ontario Naviga-
tion Co

Tetreauville range. A. David

Three Rivers range H. Roy

Varennes W. Hebert

Vercheres traverse (front) E. Dansereau

Vercheres traverse (back )

Vercheres village (front)

Vercheres village (back)

Wadleigh point

Way channel and Besserer crossing

Way Shoal traverse

Windmill Point traverse range

Witch shoal

P. Charbonneau

J. Guyon

E. Chagnon. . . .
J. A. Patterson
M. Beauchamp.
M. V. Proulx .

O. Phaneuf

D. E Peters . . .

Nov. 7,

July 19,

July 25,

Aug. 2,

Feb. 1,

June 30,

Sept. 6,

Nov. 18,

July 28,

April 17,

April 13,

April 21,

April 12,

June 1,

Nov. 20,

Oct. 10,

April 23,

June 1,

1913.

11112
1913.
1<)13.
1913.
1897.
1909.

18o4.

1911.

1912

1902.

1902

1912

1891

1900

1912

1891

•> i :ts.

320 00
230 00
100 00
180 00
140 00
220 0o
220 00

^5 00
200 00
200 00
105 00
125 00
120 00
140 00
105 00
100 00
250 00
125 00
105 00
2W 00

ONTARIO.

Allumette island J. Cox June

Allurnette lake J. T. Mamlers Sept.

Arnprior island W. Kilroy Sept.

♦Arthur, Port , tJ. C. Banks Dec.

Aylmer island F. Boucher ... Nov.

Badgeley island range O. Proulx Feb.

Barriefield common range W. Murray |May

Baril. Pointe au range O. Hanson July

Baskins wharf range S. Sullivan Dec.

*Battle island E. McKay April

Bavmouth, South range J. A. Ritchie Sept.

Belleville .*. H. J. Smith April

Bishops bay range C. Flett Nov.

Blind river range W. H. McGauley Jan.

Blind river, Eddy wharf range Eddy Bros Oct.

Bois Blanc C. R. Hackett j April

Boyd island Mrs. Eliz. Martin Jan.

Breboeuf range I W. J. Baxter Nov.

Brighton (3 lights) H. V. Simpson May

*Bronte |C. Osborne Dec.

Bruce Mines j W. Fleming ! March

Buckom point |A. Ouellette . . Feb.

Burlington bay, lights and fog alarm T. Lundy May

Burnt island J. A. Acton May

*Burwell, Port (3 lights) J. Sutherland June

Burwell, Port, inner range 'J. Sutherland Oct.

*Byng inlet (3 lights) L. Lamondin j July

Cabot Head, light and fog alarm L. Martindale June

Campbell island R. Wilson July

Caribou Island, light and fog alarm J. W. Johnston May

Cecebelake 'R.Nicholson Feb.

Centre Bro. island J. Miller Oct.

Chantry island M. Mclver Feb.

Chenal Ecarte range P. Willis Dec.

Cherry island I. S. Johnson Nov.

*Christian island ... A. Collins March

* .$25 for operating fog horn or bell.
21— 5£

12. 1887..

18tJ 'to

17, 1907..

180 00

27, 1905..

260 00

11, 1908..

520 00

17. 1882..

260 00

3, 1912. .

395 00

17, 1900 .

260 00

10, 1907..

440 00

22, 1890..

220 00

4, 1913..

600 00

10, 1903..

220 "0

27, 1912. .

275 00

7, 1913..

220 <K)

5, 1909 .

60 00

27, 1905. .

60 00

27, 1910. .

580 00

6, 1905..

380 00

23, 1885.

440 00

11, 1888..

520 00

7, 1906..

260 00

31, 1909..

100 00

22, 1913..

220 00

2, 1905..

780 00

24, 1912..

380 00

18, 1894..

520 00

27, 1909..

100 00

30, 1901..

520 00

15, 1912..

1,030 00

6,1905..

260 00

. 3, 1912..

1,260 00

12, 1912 .

275 00

30, 1913..

260 00

16,1907..

680 00

3, 1908..

180 00

5, 1883..

380 00

25, 1891..

600 00

68 MARINE AND FISHERIES

5 GEORGE V., A. 1915
Statement of lightstations and names of lightkeepers, etc. — Continued.

ONTARIO— Continued.

Appointed.

*Cl»ppeTton is1 and
Clark, Point

Cobourg, fog alarm engineer

Colborne, Port, lights and fog alarm ..'.-..

Colborne, Port, east breakwater

*Colchester reef

Cole shoal

*Collingvvood ranges

Coppermine point

*Corbeil point

Corunna range

Coteau Landing .

Coulonge lake

Cove island, light and fog alarm

Credit, Port

Croker, Cape, light and fog alarm

Current, Little (3 lights) ,

Dalhousie, Port, lights and fog alarm

Darlington

Deep River islet

Deseronto

Dover, Port range

Duck island, Great, light and fog alarm . .

Edward, Point, range

Elgin, Port, ranges

False Ducks, light and fog alarm

Ferris island

Flowerpot island, light and fog alarm. . .

Fort William, Ottawa river. ...

Fox island

Frenchman bay

* French river, and Bustard rocks, ranges

Gananoque narrows . .

Jackstraw shoal

* Gargantua

Giants Tomb

Gibraltar point .

Goderich (3 lights)

Goderich beacon

* Gore Bay

* Gra venhurst narrows

Grenadier island ,

* Griffith island ...

Hamilton island and Glengarry

Hog island

Hope island, light and fog alarm

Jackfish bay

Kagawong

Kaministikwia.

♦Killarney, E. and W

Kincardine range

Kings ville range

'* Knapp point

Knight point (4 lights)

* Lamb island

* Lancaster pier and bar

Leamington

Limekiln crossing range

Lindoe island

Lionhead

* Lonely island ...'..,

H. F. Baker

M. McDonald (temporary

keeper)

J. Lavis

H. Clark, Jr

J. Madden

F. Malott

R. P. Boyd

J. Wilde

F. E. Roussain

J. Davieux

W. J. Scott . ...

W. H. E. Filiatreault

E. Bertrand

W. J. Simpson

J. Miller

W. Chapman . . .

I. Allan (temporary)

G. Houston

Port Darlington Co

J. Beauchamp

Rathbun Lumber Co

S. L. Butler

N. R. Smith

L. Knauff

R. M. Lowry

J. W. Hudgin

J. Morriseau

W. J. Spears

C. L. McCool

Moses Ernes

W. O'Brien

Mrs. E. B. Borron

Thomas Glover

C. Miron

A. H. Griffith

B. Matthews

W. Robinson

R. Lewis

T. Barnes

D. Root

W.'S. Boyd

R. Casgrain

A. Greenwood

T. Marchildon (lightkeeper) .
H. Chester (engineer)

B. Almos

W. M. Boyd

J. Armstrong

J. Burke

W. G. Temple

W. H. Black

W. W. Card

W. Shannon

A. Alexander

J. J. Munroe

F. H. C. Cnover

S. Pettypiece

J. G. Wallace

P. W. Brady

J. Haitse

Feb.
Oct.
May

July
July
Dec.

Dec. 2, 1895.

Aug. 1, 1910.
Mav 30, 1904.
May 22,1911.
March 31, 1911.
April 9, 1884.

24, 1912.
10, 1910.
27, 1890.

April 23, 1901.

April 10, 1912.

16, 1908.

5. 1912.

16, 1897.
April 27, 1910.
April 19, 1913.
May 3, 1912.

1886.

March 3, 1908.
Oct. 14, 1884.

15, 1897.

25, 1912.

23. 1908.

14. 1896.
3, 1912

24, 1898.

15, 1912.

17, 1911.
10, 1912.

April 14, 1904.
Jan. 30, 1903.

Feb. 3, 1914.

July
Nov.
May
Mar.
May
Mar.
June
May
Dec

Salary .

April
Sept.

Apr.

Mar.

Nov.

May

April

Feb.

Sept.

Oct.

April

July

April

July

April

Sept.

April

June

April

May

Sept.
May

27, 1912.

17, 1898.

28. 1912.
12, 1911.

12, 1911.

18, 1913.
20, 1906.
30, 1908.
14, 1889.

6, 1906.

25, 1912.
24, 1912.

19, 1912.
1, 1907.

13, 1893.
28, 1894.

5, 1912.
30, 1913.
27, 1902.

10, 1912.
27, 1866.

26, 1897.
8, 1892.

24, 1883.

11, 1888.
24, 1012.

14, 1912.
11, 1885.

$ CtiS

440 00

600 00
400 00

1,180 00
350 CO
930 0*
380 00
460 00
210 00
440 00
220 00
190 00
180 00

1,030 00
260 00

1,130 00
380 00
705 00
100 00
180 00
200 00
440 00

1,030 00
260 00
220 00
905 00
320 00
905 00
115 00
260 00
220 00
680 00

380 00

540 00
380 00
395 00
560 00

50 00
380 00
180 00
320 00
600 00
380 00
125 00
555 00
625 00
100 00
120 00
380 00
395 00
520 00
260 00
230 00
600 00
680 00
520 00
260 00
350 00
380 00

85 00
880 oe

* $25 for operating fog horn or bell.

REPORT OF THE COMMISSIONER OF LIGHTS 59

SESSIONAL PAPER No. 21

Statement of lightstations and names of lightkeepers, etc. — Continued.

( )N TARIO— Continued.

Name of Station

Long point, E.E., light and fog alarm. .

Long point, W. E

Lower narrows

Lyal island

McKay island

McNicoll range

McQuestion point

Maitland, Port, range

Manitowaning

Meaford

* Michipicoten harbour

* Michipicoten and Agate island

Michipicoten island, E. E

Middle Island

Midland point, range

Mississagi island

Mississagi btrait, light and fog alarm. . .

Mitchell bay range

Mohawk island

Morris island

*Narrow island

Name of Lightkeeper. Appointed. Salary.

Niagara-on-the-lake, lights and fog alarm. . j

Nigger island

Ninemile point, light and fog alarm

"'Nottawasaga island

Oakville

Onderdonk point

""Otter island

Owen Sound, range

Parisian island, light and fog alarm

P«-lee passage, light and fog alarm. -!

Penetanguishene and Whisky island.

'Peninsula harbour

Peter point, light and fog alarm

Peter rock

' Pie island

* Pigeon island

Pins, Pointe aux (3 lights)

Peasant, point

Porphyry, point, light and fog alarm
Portsmouth range

S . B. Cooke j June 9, 1897 .

F. E. Mason June 3, 1901 .

J. B. LeBlanc Jan. 4, 3904.

J. McKay jOct. 27, 1884.

J. Harvey July 10, 1907 .

J. Beatty ;Aug. 2,1913.

Mrs. E. McLeod Feb. 22, 1904.

Mrs. J. Grant June 19, 1907.

J. J. Morrow May 3, 1912.

jS. Duteher (May 7, 1877 .

W. T. Richardson Sept. 27,11100.

C. Davieux. June 29, 1910.

• Wm. Sherlock Feb. 5, 1912.

May 16, 1911.

July 19, 1912.

May 1G, 1896.

Mar. 3, 1913

Feb. 22, 1912.

Mar. 3 1896.

April 10, 1912.

Ian. A, 1898..

July 19, 11)07..

Nov. 30, 1910..

April 28, 1894..

Mar. 7. 1894..

Presqu ile, light and fog alarm,

'Providence bay

Rains wharf

Rainy river

Red Horse rock ,

Spectacle shoal

*Red rock, light and fog alarm

Richards landing

Robert, Cape

"Rondeau, range

Rosseau

Sailors Encampment, range. . . .

*St. Anicet

Sand point

Saugeen, range

*Scotch Bonnet

''Shaganash

Sheguiandah, range

J. Lidwell

T. Williams

L. D. McDonald

!W. A. Grant

S. MacDonald

R. O. Smithers

A. Coburn

A. B. Boyter

R. J. Allen, (lightkeeper). . .
| J. W. McMillan, (engineer).

!C. Jeffrey

!S. Veech

Mrs. McNabb, (temporary).

IM. Felan

W. Allison

R. McMenemy

A. Robertson

J. Douglas (temporary)

S. Bottom *

|G. Simpson, (1st assistant). . .
|H. Andrews, (2nd .. )...

C. Columbus

J. Blondin

T. A. Farrington

S. Nichols

iJ. Vernon

J. H. Davis

[ A. McKinnon

S. C. Carson

I J. Bosquet

! E. Graham

F. T. Cornwall, (lightkeeper
H. C. McColl, (engineer) . . .

T. E. Ellis

W. W. Rains

P. O'Connor

A. Meggs

April
April
Nov.
Oct,

28, 1894.
25. 1912.
17, 1903.
30, 1903.

Nov.

July

April

Mar.

Oct.

Jan.

Nov.

Mar.

May

April

Aug.

April

May

Feb.

June

Aug.

July

12, 1910
5. 1912.

15, 1913.
18, 1893.

14, 1910.
25, 1913.

7, 1913.
9, 1912.

16, 1896.
16, 1901.
18, 1913.
11, 1908.
27, 1912.
24, 1912.
27. 1914.

15, 1912.
— 1892.
27, 1904.

May 24, 1912.

A. Brown June 2, 1909.

T. Burnside April 3. 1912.

N. Matheson Oct. 7, 1896.

J. Claus Oct, 30,1913.

J. G. Dixon July 21. 1890.

A. M. Rains Aug. — 1892.

D. McKillop I June 8, 1892.

P. McLean May 1, 1909.

A. McAulay ! Aug. 30, 190:).

B. Y. Cunningham JMav 9, 1)12 .

W. Fairael May 24, 1912.

J. Heis '.April 12. 1912.

$ cts.

1,180 00
600 00
180 00
680 00
380 00
260 00
180 00
440 0( >
190 00
260 00
380 00
580 00
620 00
480 00
275 00
600 00
9b0 00
150 00
<X)0 00
190 00
380 00
260 00
580 00
320 00
980 00
620 00
260 00
150 00
600 CO
260 00

1.030 00
705 00
485 00
310 00
440 00
660 00
905 00
600 00
33b 00
060 00
520 00
3S0 00

1,080 00
230 00
380 00
600 00
336 00
140 00
395 00

395 00

880 00
85 00
440 00
440 00
180 00
180 00
380 00
100 00
220 00
460 00
335 01
150 00

*$25 for operating fog horn or bell

1/ I/.7W-; I \7> FISHERIES

5 GEORGE V.. A. 1915
Statement of lightstations and names of lightkeepers, etc. <'<,n1i>ni<-<l

ONTARIO— Concluded.

Name of Station.

*Shoal island :J. L. McCluskie.

Silver islet, range I J. Cross .

*Sister rock, west J. Thibault

Slate islands A. B. Sutherland

*Snake island G. V. Sudds

Southampton J. Brown

South Bay point i W. Hudgins

South East bay T. Darling '

South river F. Baechler

Squaw island ! W. H. Boucha

Stag island T. M. Cowan

Stanley, Port, light and fog alarm J. L. Oliver-.

Stanley, Port, beacon J. L. Oliver

Stokes bay, range . . i J. Mclver

'^Strawberry island | W. Mc Kenzie

Stribling point, range J. Hicks

Sulphur island W. Birch

Supple point. C. J. Kelly

Telegraph island [M . Benn

Thames island, range |H. J. Cartier

*Thessalon | J. Harvey

Thornbury, range R. Lowe

Thunder cape, light and fog alarm !T. Craig

Tobermory J. H. Smith

Tomahawk island T. Sweeney

Toronto, east pier, lights and fog alarm .... G. McKelvie

Toronto, west entrance iF. Ward

Trenton, range J. A. McHenry

Victoria harbour, range R. Belcher

* Victoria island F. Woodward

Wabi river M G. Hansman (temporary )

Welcome islands, light and fog alarm Geo. Cosgrave

Western islands, light and fog alarm E. Smith

Whitby R, Goldiing

Wiarton F. Shackleton

Wilson channel, range Mrs. J. L. Bam ford( temporary)

Wolfe island W. Gillepsie

Sept.
May
Dec.
July
Ms

ar.

June

Jan .

July

Oct.

Nov.

Jan.

Aug.

Oct.

May

April

Aug.

Oct,

Dee.

Oct.

N-v.

April

Nov.

A pril

Sept,

Aug.

Sept.

June

Aug.

May

April
Aug.
Dec.

Aug.

11, L909..
18, 1905. .
6, 1905..
21, 1908..
1(5, 1912. .

29, 1904..
15, 1912..
31, 1*91 . .

2, 1903. .

30, 1913..

3, 1903..
8, 1908..
6, 1909. .

30, 1913..

4, 1893..
10, 1912. .

1, 1910.

6, 1909.
10; 1912.
19, 1884.
23, 1897.

12, 1887 .

27, 1913.
10, 1912.
19, 1902.

1, 1907.

28, 1912.
5, 1912.
5, 1912

22, 1913.

30,1913!

25, 1913

2, 1911.

13, 1913.

|Mar. ir,, 18S5.

3K0 00
180 00
520 00
080 00
275 00
200 00
275 On
140 00
180 00
275 00
260 00
GOO 00
50 00
380 00
440 0o
275 00
425 00
180 00
275 00
520 00
440 00
140 00
080 00
275 00
320 00

1,180 00
395 00
190 00
190 00
440 00
275 00
980 00

1,080 00

2f0 00

SO 00

395 00

320 00

MANITOBA.

* Black Bear island.

*CoxReef

*Oeorge island

Gimli. .

*Gull harbour
Red river range

Warren Landing-ranges !H. McDonald

D. Matheson June

A. Anderson Tune

E. Arrason Aug.

K. Samundsson April

T. Fjeldsted May

Wm. Hughes | Feb.

Sept,

22, 1899 .

380 00

2, 1913..

440 00

26, 1912..

460 00

9, 1912..

85 00

6, 1904..

320 00

12, 1892..

520 00

14, 1907 .

520 00

BRITISH COLUMBIA.

Active pass, light and fog alarm |H. Georgeson. . .

Alberni | W. A. Mcintosh

Amphitrite point JG. W. Grant ....

Atkinson point, light and fog alarm T. D. Grafton. . .

Ballenus islands, light and fog alarm ' A. B. Gurney . . .

Bare point ! J. C. Chalmers . .

July

Aug.

Feb.

April

Dec.

Aug.

Beale cape, Light and fog alarm Harold Ward 'Jan

21, 1884.
25, 1913.
28, 1907.

9, 1910.
10, 1912.

5, 1912.
28. 1914.

1,470 00
180 00
390 00

1,432 50

1,170 00
2S5 00

1,470 00

'25 for operating fog horn or bell.

REPORT or THE COMMISSIONER or LIGHTS

SESSIONAL PAPER No. 21

Statement of lightstations unci names of lightkeepers, etc. — Concluded.

BRITISH COLUMBIA— Concluded.

Name of Station.

Name of Lighthouse.

Appointed.

Salary.

*Berens island

Birnie island . . .

*Brockton point.

Carmanah, light and fog alarm

Crofton H.

\V. II. Harrison Oct.

G. Rudge June

W. D. Jones Aug.

R S. Daykin Dee.

Carter .
Piercj

Jan.

May

Morrissey
Jensen

Denman island

Discovery island, light and fog alarm M. A. Croft . April

*Dryad point C. Carpenter Dee

Kgg island light and fog alarm L. D. B. Drummond . . . Oct,

Entrance inland, light and fog alarm W.

Estevan point, light and fog alarm J. I

*Fiddle reef D.

First narrows light and fog alarm G,

Fisgard J.

Fraser river, North arm range T.

Fraser river and Garry point V,

Fraser river lightship M. O'Brien

Gallows point fog bell Western Fuel Oc

Green island

Helen point fog bell

Holland rock lljrht and fog alarn

...... June

May

H. McNeil Mar.

A. Harris June

Goose Oct.

J. Thomas Mar.

A. Parker Oct.

Sept.

June

A. Dingwall Feb

I). Tom Mar.

•J . F. Gibson Man .

Ivory island light and fog alarm i F. Keuter May

Kaslo ' Kootenay Electric Co ...

Kootenay lake, west arm C. W. Burke

Kootenay lake, west arm iH. A. Master

Kootenay Landing Canadian Pacific Ry. Co Apr.

Kootenay ranges . B. F. Merritt

Langara, light and fog alarm

Lardo

Lawyer islands light and fog alarm

Lennard island

Lookout island

*Lucy island

Masset range

Merry island jW. T". Frank]

Men res spit . . . |R. Riley . .

McCormick point 0. B. Ballard

Mcl.oughlin point fog alarm W7P. Daykin .Iul\

29, 1912..

30, 1906..

20, 1890. .
8, 1913..

10, 1913 .
16, 1911..

1, 1902..
4, 1899 .

30, 1913..

2, 1913..
27, 1910.

21, 1905..

25, 1913. .

13, 1909..
21, 1913..

14, 1907..

26, 1900..
8, 190(3..

11. 1911..
2, 1910..

25, 1913..
2, 1905..

lo, 1909.

J. Forsyth

Canadian Pacific Ky
F. W. B. Elsterman

K. Pollock

A. Ellis

Oct.

Mar
Oct.
July

Dec .

T. S. O. Ouellette July

Henry Weah Se] >t .

Jan.

30, 1913..
19, 1910..
2G, 1905..
21, 1908.

1, 1900..

6, 1910..

5, 1913..

8, 1904 .

Mudge, cape light and fog alarm

Nanaitno ha hour

Needles point

Nootka

Pachena light and fog alarm

Patey rock IH. Moore .

Pilot hay |E. Montreuil

J. Davidson Jul

H. B. Shaw .Tiin.^

F. B. Lucas

H. T. W. Smith Feb.

R. Clarke Apr.

Jan.

Dec.

tla

Pine island light and fog

* Pointer island

*Porlier pass range

*Portlock point

Proctor range

*Prospect point

*Pulteney point

*Quatsino

Race rocks light and fog alarm

St. James, cape

Saturna island , I J. Georgeson

*Scarlett point W. Hunt

Sheringham point E. T. Arden

Silverton Denver Light & Power O

Sisters light and fog alarm T. C. L. Hay liar .

Stubbs spit R. Riley

Swale rock M. C. Anderson May

Trial island light and fog alarm H. S. O'Kell " ... Oct.

Triangle island T. Watkins Mar

Whi'tfen spit P. H. Stuhr I Aug

Wilson point J. A. Irwin ...

Victoria harbour beacons T. Sparks Jan .

Yellow island lights and fog alarm J. Doney iFpb.

D. B. McPhee |Jan.

J. Codville Oct.

F. F. Allison Apr

G. A. Watson Apr.

J. W. Gallop Apr.

J. Grove July

T. Aro Nov.

N. C. Nelson Dec.

F. M. Eastwood Jan .

Taylor Ash J an .

Oct
Sept .
Aug.

11, 1911.

5, 1913.

27. 1911.
10, 1907.

7, 1913.

24, 1900.

14, 1903.

12, 1911.
20, 1900.

7, 1898.

14, 1913.

6, 1910.
31, 1891.

28, 1914.
20, 1S89.
24. 1908
30, 1912.

Dec. 10, 1912.

2, 191.°.
24, 1900.
28, 1913.
12, 1913.

1, 1903.
0. 1906.

$ cts.
412 50
390 00
570 00

1,545 00
225 00
525 00

1,470 00
480 00

1,470 00

1,320 00

2,000 00
570 00

1,320 00
570 00
330 o<)
570 00

1,620 00
120 00

1,395 (JO
240 00

1,320 00

1,170 00
240 00
900 00
900 00
120 00
360 00

2.000 00
120 00
780 00

2,000 00
390 00
750 00
390 00
570 00
200 00
21(5 0o

1,470 00

1,170 00
330 00
228 00
525 00
- 1,700 00
255 00
570 00

1,545 00
570 00
660 10
525 00
GOO 00
570 00
480 00
570 00

1,770 "to

1,320 00
1)00 00
570 00

1,357 50
24 00

1,057 50
200 00
210 00

1,470 00

1,320 00
180 00
120 00
390 00

1.170 00

$37.50 for operating fog horn or bell.

MARINE AND FISHERIES

5 GEORGE V.. A. 1915

Enclosure No. S.

Statement showing- complete list of stations at which gas buoys were in operation

throughout the Dominion.
UNDER THE NOVA SCOTIA AGENCY-DISTRICT No. 1.

Station No.

Name of Station.

Description of Bnoy.

24
27
29
31
35
36
37
39
40
45
48
49
54
60
61
02
03
65
67
08
69
70
72
76
80
84
86
90
94
100
102
108

112

117
130

IPubnico

Cape Sable, southwest ledge

Brazil Rock

Shelburne

Lockeport

Laurier rock

Little Hope

Liverpool

Liverpool fairway

iLahave

Gas and whistling.

Gas and
Gas and

bell.
whistling.

Gas and bell.

Lunenburg Gas and

^Lunenburg, east point ledge Gas and

North east shoal . Gas and

Sambro

Outer Automatic, Halifax harboui

Inner Automatic, Halifax harbour

Neverfail, Halifax harbour Gas.

Thrumcap Gas and

Middle Ground, Halifax harbour \4 ras.

Leopard shoal
Shut-in-island
Egg island . .
Sheet harbour

Liscomb

Isaac harbour

Whitehead

Canso or Grime shoal

Cerberus rod

Petitdegrat

Guion island Gas and

Louisburg i

Flat point

Oran rock Gas and

Gas and

Ga < and

whistling.

bell.

whistling.

bell.

whistling.

bell,
whistlim

bell.

North-west bar,

Seal reefs

Skinner reef . .

Sydney harbour.

Gas.

UNDER THE NEW BRUNSWICK AGENCY- DISTRICT No. 2.

4-S.

6-S.

8-S.

10-S.

12-S.

14-S.

10-S.

!)
18

j Blonde rock .Gas and whistiin

jSouth-west fairway, Yarmouth »

'Cape Fourchu

[Hen-and-chickens, Yarmouth Gas and

'South west ledge, Brier island Gas and

iNorth west ledge, Brier island

I Avon river ( j:is-

Old Proprietor . . Ga

: North Wolves
Lep

bell.

whistling.

ind whistling.

Gas and
Gas.

Black point

Foul ground, St. John harbour Gas

Quaco ledge :(^as and

Trinity ledge

Letite passage

Maquacha spit, Restigouch j river

Scaumenac, Restigonche river

Point Lanim, Restigouche ri ver

Garde pointe, Restigouche river

Oak point, Restigouche river

Traverse, Restigouche river

Busteed, Restigouche ri ver -

Horseshoe bar east, Miramichi

Horseshoe bar west, Miramichi river

Caraquet harbour, east ...

Onraquet harbour, west

whistling.

bell.

REPORT OF THE COMMISSIONER OF LIGHTS

73-

SESSIONAL PAPER No. 21

Statement showing complete list of stations at which gas buoys were in operation
throughout the Dominion. — Continued.
UNDER THE PRINCE EDWARD ISLAND AGENC5T-DISTRICT No. 3.

Station No.

Name of Station.

Description of jBuoy.

Indian Rocks

Point Prim

Fitzroy rock

West point

Mischouche shoal

Zephyr rock, Shediac bay, N.B.

Gas and whistling.

UNDER THE QUEBEC AGENCY-DISTRICT No. 4.

21 -B.

22 -B.
25 -B.

27 -B.
29 -B.
38 -B.
51 -B.

56 -B.

57 -B.

58 -B.

59 -B.

60 -B.

61 -B.

62 -B.

64 TB.

65 -B.

66 -B.

67 -B.

69 -B
69|-B.

70 -B.

71 -B.

72 -B.

73 -B.
7'Sh-B.

74 -B.

75 B.

76 -B.

77 -B.
78^-B.
78J-B.

79 -B.

80 -B.
84 -B.

86 -B.

87 ~B.
89 -B.
96 -B.

102 -B.

lot; -B.

108 -B.
110 -B.
113 -B
138 -B.
140 -B.

10 -Q.

15 -Q.

23 -Q.

24 -Q.

28 -Q.
34 -Q.
36 -Q.
41 -Q.
49 -Q.

(Matane

IManikuagan point

jCock point

Father point.

Rimouski road

i Barrett ledge

[Pilgrim shoal

Traverse, middle ground

I Lower Traverse

| South Traverse, middle ground

Lower Traverse

j Upper Traverse

I St. Roch shoals

(Channel patch, northeast

Channel patch

|Port Joli

Goose island reef

Beaujeu bank, northeast extremity

n west end

.i channel

ii bank, west end

St. Thomas channel, south side

ii ii north side. . .

it M south side. . . .

M ii southeast end

ii m northeast end

H n south side. . . .

n m north side. . . .

Gas and bell.
Gas and whistl.
Gas.

Gas and bi-11

Gas.

Gas and bell.

Gas.

Gas and bell.

Wye rock

Grosse ile

Empress shoal

Madame island reef

Beaumont reef

Point Levis

Lark reef, south end

Morin shoal

Grande pointe

Longue pointe

Eastern narrows, north traverse

Traverse spit

Beau port flats

St. Charles river ...

Fly bank

Point Nicholas

St. Antoine, middle ground

Pointe aux Trembles

Pointe St. Antoine

Ste Croix

Ste. Croix bar

Cap Sante

Pointe Platon

Gas

1/ [RINE I \ /) FISHERIES

5 GEORGE V.. A. 1915

Statement showing complete Hat of stations at which gas buoys were in operation
throughout the Dominion. — Continued.

MONTREAL DIVISION-DISTRICT No. 5.

Station No.

52-Q.
63-(>
68-Q.
73-Q.

::> «».
78-Q.
90 <>.
92-Q.
97-Q.

110-Q.
115 Q.
117-Q.
119-Q.
123-Q.
J29-Q.
2-C.

15-C.

20-C.

23-C.

30-C.

39 C.

43 C.

55-C.

59-C.
4-L.
0-L.

13 L.

17-L.

21-L.

22 L.

25-L

35-L.

47-L.

57 -L.

58-L.

67-L.

79-L.

85-L.

91-L.

97-L.
100- L.
103- L.
111-L.
123-L.
136-L.
146-L.
1-M.
5 M.

L6-M.

20-M.

24-M.

31-M.

45-M.

82-M.

89-M.
103-M.
U7-M.
124-M.
129-M.
1.33-M.
141-M.
149 M.
157-M.
167-M.
174-M.

Portneuf
Ilet May rand.

Batture Simon

jBatture-du-Chene

JBatture-a-Cadieux . . .
| Cape Charles . . .
Cap a la Roche curve

Cap a la Roche

Upper Cap Ma Roche
CapLevrard

Bati

scan course .

Batture St. Pierre

Batiscan anchorage

Batture Perron

'Pointe Citrouille

Poulier Carpentier

He Bigot

Becancour, lower traverse .

Becancour bend

Becancour, upper traverse.

•Cap Madeleine

He aux Cochons

Three Rivers shoal

Poulier Laforce

English bank

( !urve No. 3

Pointe du Lac course.

Yamachiche bend

Curve No. 2 to White Buoy

Curve No. 1 to Curve No. 2.

He aux Raisins. . .
Pointe aux Soldats

j lie de Grace

Nepigon shoal

lie aux Foins. . . .
St. Ours traverse.
Bel] mouth curve .

Contrecoeur bend. .:....
.. junction..

Plum island

Vercheres

Poulier des Trois Bouees

Cap St. Michel

He des Lauriers

Varennes curve

Pointe aux Trembles bend .
it i, curve

Lonerue Pointe.

REPORT OF THE COMMISSIONER OF LIGHTS

SESSIONAL PAPER No. 21

Statement showing' complete list of stations at which gas buoys wore in operation

throughout the Dominion. — Continued.

MONTREAL DIVISION—DISTRICT No. 6— Continued.

Station No.'

Name of Station.

Description of Buoy.

175-M.
177-M.
181-M.
19L-M.
193-M.
194-M.
195-M.
196-M.
201-M.

Longue Pointe, above ( Jas.

Poulier a Gagnon

Longueuil

Maisonneuve. . . .

He Ronde

Longueuil

Montreal harbour

PRESCOTT-DISTRICT No. 0.

16-S.

38- S.

48-S.

53 S.

76- S.

86-S.

98-S.
100-S.
102-S.
104-S.

25-F.

30-F.

36-F.

40-F.

43 V.

46-F.

48 -F.

64-F.

<>8-F.

69-F.

76-F.

78-F,

83-F.

84-F.

87-F.

9&-F.

u-u.

8-U.

40-U.

54-U.

72- U.

127-U.

138-U.

4-T.

G-T.

7-T.
12-T.
38-T.
4G-T.
61-T.
G9-T.

89-T.
102-T.
106-T.
UO-T.
121-T.

Four-fifth mile above Lachine

Lachine cut, upper entrance

Fast of Lightship No. 2

lOff Browns point

iBetween Light No. 2 and Light Xo. 3.
! Between top light and lie Perrot . . . .
j Windmill point

Entrance to Soulanges canal, east

ISoulanges canal, east

iGrosse point

Soulanges canal, entrance

iCoteau Landing

Hay point

West end of mi Idle ground

Port Lewis ....

Pointe Mouilie Hats

Lancaster

Island bank

Bast Lancaster bar

Lancaster bar

; Squaw island

Renshaw island

Clarks island

.Grass island

iSt. Reg:is dyke, v. est end

Delaney shoal

Archibald shoal:

Farran point

Prunner shoal

Jackass shoal

Dixon i.sland

Upper entrance, Iroquois canal
Hillcrest

Gaf

,Cole shoal, middle ground '

; Deer island

Gananoque narrows

Wolfe island

Cold Bath shoal

j Penitentiary shoal

• West end of middle ground between Snake island and Seven Acre

shoal

■ Forester island

Northport shoal

Minnie Blakely shoal

Trenton

Salt point

MAUIM: AM) FISHERIES

5 GEORGE V., A. 1915

Statement showing complete list of stations at which gas buoys were in operation
throughout the Dominion. — Continued.
ONTARIO DIVISION-LAKE ONTARIO-DISTRICT No. 7.

Station No.

Name of Station.

Niagara .

Description of Buoy.

Gas and bell

LAKE ERIE-DISTRICT No. 8.

Grub reef Gas.

DETROIT RIVER -D [STRICT No. 9.

Bar Point channel .

13-D.

14-D.

23-D.

24-D.

32-D.

38-D. Hackett reach

f>7 D. Limekiln crossing .

08-D.

73-D.

71 D.

79 D. Ballard reef channel

SO-D. ..

81-D. | ii

82-D.
83-D.
84-D.
90-D.

Gas.

South end Fighting island.

THAMES RIVER DISTRICT No. 11.

iThames river

Gas.

ST. CLAIR RIVER-DISTRICT. No. 12.

Courtwright • ( ;

SOUTHAMPTON-DISTRICT No. 15.

Chantry island, north.

Gas.

GEORGIAN BAY- DISTRICT No. 16.

Gas.

Gas and wh'wtlisf.

Gas.

Gas, whistling and bell.
Gas.

Coveisland Gas and whistlh^-
Vails point ^Gas and hc]l

Hooper island

Middle ground

Three Star shoal

Seguin bank

Lone rock

Lockerbie rock

Surprise shoal

Kennedy bank

Lottie Wolf Shoal

Bennett bank

PortMcNicoll

Maganatawan ledges

Entrance Key inlet

Murray Bend inlet

Keefer Bend inlet

Digsby inlet

Mann Reef inlet

Inside Reef inlet

REPORT OF THE COMMISSIONER OF LIGHTS
SESSIONAL PAPER No. 21

Statement showing complete list of stations at which gas buoys were in operation
throughout the Dominion. — Continued.

ONTARIO DIVISION- STURGEON RIVER- DISTRICT No. 17

Station No.

1-N.

Name of Station.

Sturgeon bar Gas.

Description of Buoy.

SAULT STE. MARIE-DISTRICT No. 18.

Vidal shoal, north side, upper end
Vidal shoal, south side, upper end
Vidal shoal, north side, lower end
U pper entrance, south side . . . .

Upper entrance, north side

Lower entrance, north side

Pancake shoal

Gas,

and bell.

PORT ARTHUR-DISTRICT No. 19.

Port Arthur

Southeast dredged channel, Fort William
Northeast n n

Hare island reef

Thunder Bay channel

Gas.

n and bell.

Gas and bell.

BRITISH COLUMBIA DIVISION— DISTRICT No. 24.

2
18
19
23
24
25

25- A.
26
27
28
29
30
31
32
33
35
36
37
40
42
43
44
45
47
49
50
52
53
54
55
56
57
58

Lookout island

Kyuquot

Channel rocks

San Juan

Lewis reef

Kelp reef. . .'

Dock island

Sananns island

Canoe rock

Helen point

Mary Ann point

Walker rock

Coffin islet

Danger reef

Joan point

Gabriola reef .

Roberts bank

Grey point

First narrows, Vancouver harbour

Seechelt

Gallows point, Nanaimo harbour . .

West rocks

Goose spit

Kelp bar

Oyster bay

Lund

Cortez island

Gillard island. . . .

Maud island

Chatham point . .
Green point
Helmoken island .

Boat harbour

Haddington reef.

Gas
Gas

beacon.

and whistling.

Gas beacon.

Gas
Gas
Gas

and whistling,
and bell,
beacon.

Gas and bell.

Gas

Gas
Gas

beacon,
and bell,
beacon.

Gas.

MARINE 1 \ /> FISHERIES

5 GEORGE V.. A. 1915

Statement showing complete list of stations at which gas buoys were in operation
throughout the Dominion, — Concluded.

BRITISH COLUMBIA DIVISION— DISTRICT No. 24 — Concluded.

Station N<

101

103

105

107

109

110

112

114

116

118

120

Name of Station.

Description of Buoy

Crane island . Gas

Zero rock

Fog rocks ;

Camp island

Dall patch Gas

[ Vancouver rock j

Jorkins point ;Gas

Boat bluff ...

Separation point :

Klewnuggit

Connis island

Watson rock

i Herbert reef

Marked tree bluff, Kennedy island

Casey point Gas

Georgia rock Gas

Spire ledge 'Gas

Barret rock Gas

Coast island Gas

Ridley island

Alford rock jGas,

Hodgson reef Gas

; Pointers (Gas

iBrowning entrance [Gas

I Dead Tree point Gas

Lawn point, Skidegate Gas

beacon.

and whistling,
beacon.

(Low island
I Copper island.
jKoya point. .

| Rose spit

jTripple island
!Aiskew island

Gas

and bell.

and bell,
beacon.

and whistling.

beacon.

and whistling.

and bell,
beacon.

(Enclosure No. k).

Statement showing new buoys and beacon? established during the fiseal year 1913-14

Nova Scotia —

Laurier rock Gas and bell.

Shutin island

Cran rock

Wvv Brunswick —

Trinity ledge Gas and whistle.

Letite passage " bell.

(Quebec —

22-B Manikuagan point Gas and whistle.

59-B Upper Traverse Has.

(51-B St. Roch shoals "

108-B Long point "

113-B Traverse spit "

14 0-B St. Charles river "

23-Q St. Antoine "

Montreal —

63-Q Ile.t Mayrand Gas.

175-M Above Longue pointe "

REPORT OF THE COMMISSIONER OF LIGHTS

SESSIONAL PAPER No. 21

Statement showing new buoys and beacons established during the fiscal year

1913-14 — Concluded.

l 'rescott —

7-T Deer island (':ls-

89-T Foresters island

121-T Salt point

Parry Sound —

Port McNicoll ' Ga*-

Sault Ste. Marie —

Lower entrance Gas.

Pancake shoal Gas and bell.

Port Arthur- —

Thunder Bay channel Gas.

British Columbia —

Channel rocks .. • Gas and whistle.

Sananus island «as beacon.

Green point

Dead Tree point Gas buoy.

Rose spit Gas beacon.

Tripple island

Aiskew island

(Enclosure No. 5).

Statement, by localities, giving the number of unlighted buoys, stakes ;1m<1 bushes, etc.,
maintained throughout the Dominion.

NEW BRUNSWICK DISTRICT.

Name of locality ; and No. of
stakes, bushes. , etc.

No. of
Buoys.

Aldouane, 25 bushes

Alma

Baie Verte and Port Elgin, 30 stakes. .

Bartibog, 12 bushes

Bathurst

Baie du Vir

Beaver and Black harbours

Buctouche, 34 stakes..

Buctouche river, 260 bushes

Campobello

Caraquet

Caraquet to Mizzenette

Chance harbour

Cocagne, 30 stakes

Dalhousie and Restigouche

Digdequash

Dipper harbour

Dorchester

Grande Anse

Grande Digue, 30 stakes

Grand lake, bushes ,

Grand Manan, 1 spindle

Grassy island, 18 stakes

Great Shemogue

Hatfield point, number of bushes. . . .
Indian Point Bar channel, 10 bushes. .
Kouchibouguac and Black Lands gully,

bushes

Letite, L'Etang and Bliss harbour. . . .

Little Shemogue, 2 poles

Little Shippigan

Magaguadavic

Maquapit and French lakes, 17 stakes. .
Miramichi bay and river, bushes

8 2

12
14

3
13

8
::7

Name of locality ; and No. of
stakes, bushes, etc.

Miramichi river, Black brook

Miramichi river, southwest branch.. .
Miramichi river, northwest branch.. .

Miscou

Musquash

Neguac

Napan river, 24 stakes

Petit Rocher

Pisarinco

Rokemouche, bushes

Richibucto and Albion

Richibucto, Rexton and Browns yard.

Salmon river, bushing

Scotchtown

Shampers wharf, 15 stakes

Shediac

St. Andrews, '■> stakes

Shippigan, 17 pickets, 14 stakes

St. John river, 154 stakes

St. Louis, 30 bushes

St. Simon bay

Tabusintac

Tracadie, north gully, 100 bushes.. .

Tracadie, south gully, 30 bushes

Tynemouth creek

Washadamoak, 14 4 bushes

Waweig river

West isles, 4 spindles

Maintained by agency- —

Bell buoys

Whistling buoys

Conical and can buoys

Spar buoys

No. of
Buoys.

3
9

4
19

:',

1!»

t:j.

SO MARINE AND FISHERIES

5 GEORGE V., A. 1915
Statement, by localities, giving the number of unlighted buoys, stakes, etc. — Con.

NOVA SCOTIA DISTRICT.

Name of locality ; and No. of No. of

stakes, bushes, etc. Buoys.

Advocate harbour 6

Amherst basin 4

Apple river 8

Ardoise 5

Arichat 20

Argyle river and sound 10

Avon river 5

Barrington, 11 dolphins 40

Canso and St. Andrew passage, 20 win-
ter buoys 26

Cape Negro or Northeast harbour. ... 17

Caribou 6

Chester and Gold river 29

Cheticamp 12

Chezzetcook and Petpeswick 10

Christmas island and Barra strait. ... 11

Clarke harbour 17

Cockerwit pass 19

Coddle harbour 6

Cooks cove (Toby cove) 4

Crooked channel 5

Crow harbour 3

Denny river 3

D'Escousse and Lennox passage 29

Digby and Annapolis, 5 winter buoys. . 14

Dover 4

East bay, Bras d'Or 5

East Dover 4

Eskasoni 4

Fourchu harbour 11

Freeport, 1 beacon 3

French village, St. Margaret bay .... 5

Gegoggin 7

Gillis point, Boulacet 1

Glace bay 4

Goose bay, 35 stakes 8

Great Bras d'Or 7

Guysborough 5

Havre BouchS, 6 stakes 4

Indian harbour 4

Ingonish, South bay 9

Isaac harbour, 9 winter buoys 13

Jeddoi e, winter buoys 9

Johnson harbour 5

Judique 1

Ketch harbour 6

Kieley cove, Blind bay 4

Lahave 6

Larry river, 7 stakes 3

Liscomb , 6

Little Bras d'Or 12

Little Dover 9

Little Narrows 10

Liverpool 10

Lunenburg 8

Lunenburg, back cove . . 9

Lunenburg, middle south, 6 winter

buoys 16

Louisburg, 3 winter buoys 8

Lower Prospect 10

Mabou, stakes 19

Margaree harbour, 2 stakes 7

Mahone bay 9

Mainadieu 5

Marble Mountain 5

Marie Joseph, 10 winter buoys 16

Martins brook 6

McKinnon harbour 6

McNab cove 2

Name of locality ; and No. of No. of

stakes, bushes, etc. Buoys.

Bear river 8

Beaver harbour, 8 winter buoys 8

Beaver narrows, C.B. . .• 2

Blandford 5

Bridgewater 7

Brule, 5 stakes 4

Calf island bay 5

Canning or Habitant river, 6 dolphins.

Neil harbour 1

Northport 12

North Sydney 5

Orangedale 3

Parrsboro 6

Pennant harbour 9

Petitdegrat, 6 winter buoys 13

Pictou 10

Pope harbour 1

Port Bickerton, 3 winter buoys 5

Port Felix, 1 stake 11

Port l'Hebert 13

Port Hood, 2 winter buoys 5

Port Latour 16

Port Medway 4

Port Morien 2

Port Mouton 9

Port Philip 12

Pringle harbour 3

Pubnico 21

Pugwash 9

River John, stakes 3

Roseway 5

St. Anns 10

St. Mary river, winter buoys 9

St. Mary river to Sherbrooke 18

St. Peter bay, 4 winter buoys 16

St. Peter inlet 10

Sambro 15

Shad bay 4

Shag harbour 17

Shelburne 25

Sheet harbour, 5 winter buoys 9

Ship harbour (Lower), 6 winter buoys. 11

Ship rock, strait of Canso 1

Shulee 8

Smith island 1

Sober island to Ecum Secum 22

Spry bay 4

Stoney island, Baddeck 1

Sydney inner harbour 2

Tancook island 3

Tangier, 7 winter buoys 4

Tatamagouche, 46 stakes 18

Terence bay 3

Three-Fathom harbour 5

Tidnish, stakes 5

Torbay 19

Tusket river > . . . . 9

Tusket Wedge, 3 spindles 17

Upper Prospect 4

Volgers cove 3

Wallace, 33 stakes 11

Walton harbour 1

Washaback river 1

West bay 5

West Chezzetcook 7

West Dublin 12

Weymouth 19

Whitehaven, 5 winter buoys 8

Yarmouth, 38 bushes 13

REPORT OF THE COMMISSIONER OF LIGHTS

SESSIONAL PAPER No. 21
Statement, by localities, giving the number of unlighted buoys, stakes, etc. — Con.
NOVA SCOTIA DISTRICT— Concluded.

Name of locality ; and No. of No. of

stakes, bushes, etc. Buoys.

McVarish. shoal and Campbell point,

Bras d'Or 4

Merigomish, bushes 6

Meteghan river 2

Monsellier, 4 stakes 6

Musquodoboit 7

Name of locality ; and No. of No. of

stakes, bushes, etc. Buoys.

Maintained by agency —

Bell buoys 42

Whistling buoys 16

Conical and can buoys ........ . . 68

Spherical buoys 3

Spar buoys 20

PRTNCE EDWARD ISLAND DISTRICT.

Bay Fortune 3

Beach point 3

Bedeque, stakes 4

Belle river 3

Brae harbour 5

Brudenell river 5

Cardigan, lower, 2 winter buoys 7

Cardigan, upper 20

Casumpeque 16

Covehead 3

Crapaud, stakes 6

East river, stakes and bushes 12

Egmont bay, north, 16 stakes 7

Egmont bay, south, 8 stakes 2

Georgetown 19

Goose and Palmer harbours 5

Grand river, 1 beacon, bushes 12

Grand river, Lot 14 8

Grand Tracadie 4

Little channel S

Malpeque 16

Miminegash 6

Montague, 10 stakes 7

Murray harbour, 24 stakes 37

New London, stakes 11

North river, 14 stakes 3

Orwell and Vernon river, 36 bushes, 3

beacons 3

Pinette, bushes 8

Port Hill 12

Pownall, 10 stakes 9

Rollo bay 3

Rustico 5

Savage harbour 2

Souris • 4

St. Peter harbour, 6 stakes 5

Summerside, stakes 7

West point . . 2

West river, stakes 8

Wood island 4

Maintained by agency —

Bell buoys - 4

Whistling buoys 4

Conical and can buoys 14

Spar buoys 9

Steel barr A 1

QUEBEC DISTRICT.

Anse a Beaufils 1

Anse aux Gascons 1

Barachois de Malbaie 1

Beauport 3

Bonaventure river .. 11

Cap Chat 1

Cape Cove 1

Cap d'Espoir 1

Carleton point 1

Eschourie rock (Serpent reef) 1

Fox river 1

Gaspe" 6

Gros Cap-aux-Os 1

Lake St. John 14

Lake St. John, Ashuapmouchuan river,

30 bushes 7

Lake St. John, Mistassini river, 60

bushes 12

Lake St. John, Peribonka river and

Roberval, 35 bushes 16

Little river east 1

Little river west 1

Magdalen islands 12

Magdalen islands, Amherst harbour. . . 8

Magdalen islands, Grand Entry 17

Magdalen islands, House harbour.. .. 11

Maria 2

Matane 2

Natashkwan. . . '. 3

New Richmond 3

North channel, island of Orleans. ... 13

Nouvelle 2

Paspebiac

Pentecost

Perc§

Point St. Peter

Port Daniel

Restigouche river 1

Ste. Anne river

St. Godf roy

St. Michel

St. Thomas de Montmagny 8

Saguenay river, vicinity of Chicoutimi. 33
Maintained by agency —

Conical and can buys 31

MONTREAL DISTRICT.

Lake Memphramagog 1

Richelieu river, above St. Johns 27

Richelieu river, Sorel to Chambly.. .. 37

Richelieu rapids, bushes

Riviere des Prairies 11

31—6

St. Maurice river, Grandes Piles et La
tuque, land marks and buoys

Maintained by agency-
Conical and can 4*

Spar buoys 28t

82 M IRINE AND FISHERIES

5 GEORGE V., A. 1915
Statement, by localities, giving the number of unlighted buoys, stakes, etc. — Con.

ONTARIO DISTRICT.

Name of locality ; and No. of
stakes, bushes, etc.

Blind liver

Brule shoal, lake Superior

Burke shoal, lake Superior

Cache bay, lake Nipissing, 8 stakes..

Clapperton channel, 1 beacon

Detroit river

Coderich

Grand reef, lake Superior . . .

Kaministikwia river, Fort William,

lake Superior

Lake Simcoe

Lake Superior, south eastern part.. ..

Lake Timiskaming, bushes

Lake of the Woods

Little Current

Michipicoten

Midland

Mutton island, lake Superior

Niagara river moutb

Orillia, 11 bushes

Pembroke

Penetanguishene

Point au Baril, 15 beacons

Port Arthur

Port Rowan

Presqu'ile bay, lake Ontario

No. of
Buoys.

5
1
1

264

Name of locality : and No.
stakes, bushes, etc

No. of
Buoys.

River Thames

Rondeau

St. Clair river, chenal Ecart£

St. Joseph channel, lake Huron, 6 win-
ter buoys, 1 beacon

Sault Ste. Marie canal approaches. . . .

South Baymouth. :

Stokes bay

Saugeen river. .

Sturgeon river

Timagami lake, 4 beacons

Trent canal (maintained by dept. Rail-
ways and Canals number of buoys..

Victoria island, lake Superior

Waubaushene

Warrens landing, lake Winnipeg

Winnipeg river

Maintained by Parry Sound agency —

Bell buoys

Conical buoy

Spar buoys

Maintained by Prescott agency —

Conical, can, spherical

Barrel buoys

Spar buoys

.31

3
53

12
13

112

17
2

BRITISH COLUMBIA DISTRICT.

Arrow lakes, Upper and Lower. ; . . . .

Coal harbour

Fraser river

Kootenay lake, northwest arm

South Thompson river, 4 day beacons.

Maintained by agency —

Bell buoys 3

Whistling buoys -

Conical and can buoys 48

Platform buoys 3 4

Spar buoys " 50

RIVER 8T. LAWRENCE SHIP CHANNEL 83

SESSIONAL PAPER No. 21

APPENDIX No. 3.
RIVER ST. LAWRENCE SHIP CHANNEL.

Ottawa. August 3, 1914.

The Deputy Minister of Marine and Fisheries,
Ottawa, Ont.

Sir. — 1 have the honour to present the following animal report on the operations
for the improvements of the River St. Lawrence Ship Channel during the fiscal
year ending March 31, 1914.

I have the honour to be, sir,

Yours obediently,

V. W. FORNERET, B.A.Sc,

SwpermU riding Engineer.

HISTORY OF THE SHIP CHANNEL.

The St. Lawrence, owing to its situation, is the natural route from the Atlantic
to the northern and northwestern half of the North American continent.

The opening of the Lachine canal, connecting Montreal with the Great Rakes,
in 1825, established the route commercially.

The light-draught sailing vessels could then reach Montreal without tronble,
except during a few weeks in the autumn, when they resorted to lightering.

In 1844, it was in an effort to give navigation up to Montreal for vessels of 5<i()
tons, that the first work of dredging was undertaken.

The first proposals for improvements were discussed in 1825, the national
character of the work being then recognized. Surveys were made and reported upon
in 1831 and again in L838.

In 1841, during an investigation, the committee proposed a tonnage duly
sufficient to provide lor the cost of the improved channel, which was considered
would be less than that of lighterage. It was, however, agreed that in order to draw
produce of the west down the St. Lawrence it was expedient to make the transit
charges as light as possible.

Operations were commenced by the "Board of Works" in 1844 and continued
until 1817 when, owing to opposition as to the location of tin1 channel, in lake St.
Peter, the work was abandoned.

After sixty years it is now considered that the straight channel as commenced
would have been preferable in many ways.

In 1850, the harbour commissioners of Montreal proposed that they could do
the work more economically and expeditiously. They asked for authority to under-
take the work and to charge a tonnage duty to pay for the 8 per cent interest
and 2 per cent sinking fund.

This plan was adopted in August. 1850, and the commissioners were authorized
to proceed in such a manner as they should deem best, the Government plant being
transferred to them.

The harbour commissioners, after examination and the best advice obtainable,
adopted the location of the deepest natural channel in lake St. Peter. This results
in the- present channel with five tangents, instead of two long straight courses as at
first commenced.

84 MARINE AX I) FISHERIES

5 GEORGE V., A. 1915

The original depth through lake St. Peter was 10 feet 6 inches.

From 1850 the channel was deepened from stage to stage until in 1888, when
the debt amounted to somewhat over three million dollars, the Government decided
to complete the channel as a national work, and to assume the debt and from that
day the channel has been open free to the commerce of the world.

At that date the channel had been deepened to 27£ feet at ordinary low water
from Montreal to Cap a la Koche, and from there to Quebec the tide was available.

The work was then conducted by the Department of Public Works of Canada,
from 1889 until 1904, when the management and control of the river, together with
the ships and dredges, were handed over to the Department of Marine and Fisheries,
which department had general charge of navigation.

When the Department of Public Works was given charge of the enterprise in 1889,
it set out to provide a channel with a depth of 30 feet at extreme low water, with a
minimum width of 450 feet upon the straight portions, and from 550 feet to 750 feet
wide at the curves, with an anchorage of 800 feet wide at "White Buoy Curve" in
lake St. Peter. The Government programme at that date did not contemplate any
work below Quebec,^ this being included with the original project when the supervision
of the undertaking was transferred to the Department of Marine and Fisheries in
1904.

The River St. Lawrence Ship Channel extends in reality from Father Point to
Montreal, a distance of 340 statute miles, but the contracted part of the river, which
may be called " ship channel " proper begins at the Traverse. 00 miles below Quebec,
giving a length of 220 miles.

The additional section was taken in hand in order to insure a 30-foot channel at
extreme low tide at St. Thomas flats and Beaujeu bank. This work was begun in 1900.

The Beaujeu Bank channel was completed to a depth of 30 feet at extreme low
tide, and with a width of 1,000 feet, in 1910. While the St. Thomas channel was com-
pleted to a similar depth and width and opened to navigation in 1912.

The South Channel being now completed, the Government immediately resolved
to improve the North Channel below Quebec, which was strongly recommended by the
shipping interests.

As it was found, however, that owing to the increased size of vessels using the
ship channel, a depth of 30 feet at extreme low tide was unlikely to meet the future
requirements of navigation, it was decided to deepen the North Channel to a depth of
35 feet at extreme low tide, and with a width of 1,000 feet. This work is now in active
progress.

At the present time a splendid channel of 30 feet at extreme low water exists from
Montreal to Cap a la Roche, and to Quebec by taking advantage of the tide.

The success of the work is in a great measure due to the geographical situation of
the route, the physical features of the river being favourable for improvement, the
determination and public spirit of the business men and industrial corporations of
Montreal, and to the recognition by the Government of Cannda of the national char-
acter of the project.

ACCIDENTS IN 1913.

Between Montreal and Father Point.

Only one serious accident occurred in the River St. Lawrence Ship Channel dur-
ing the season of 1913. This was the collision, on July 28, during a dense fog, betwoe*
steamers Crown of Cordova and Lady of Gaspe, opposite Cap Madeleine, a short dis-
tance below Three Rivers, Quebec. The Lady of Gaspe was beached, but no lives wer«
lost. Considerable damage was done to both vessels, necessitating docking of both
for repairs.

RIYER ST. LAWRENCE SHIP CHANNEL

SESSIONAL PAPER No. 21

The minor accidents were as follows : —

Between Montreal and Quebec.

S.S. Canada, of the " Canada Line," touched slightly edge of south bank above
St. Augustin on May 30. No apparent damage.

S.S. Barcelona of the " Canada Line," while anchoring during fog, on August 24,
below Long Pointe, Montreal Harbour, grounded her stern, port side on bank; was
pulled off easily by tugs. No damage.

S.S. Mount Temple of the Canadian Pacific Railway Line, grounded on south
bank of channel opposite Longueuil, Montreal harbour, September 24. After lighter-
ing part of her cargo, the steamer was pulled off by tugs. Some damage was done to
her bottom plates; had to be docked for repairs.

S.S. Pisa of the " Canada Line," grounded at Batiscan anchorage on September
25. Came off easily at high tide, no damage.

Between Quebec and Father Point.

SS. Lake Manitoba of the C.P.R. Line, stranded below St. Laurent, Isle of
Orleans, on July 29, but came off easily. Considerable damage done to her bottom
plates.

SS. Whakatane, of the New Zealand Line, collided with wharf during fog at
Indian Cove, Quebec harbour, September 13. Slight damage.

SS. Tyr, Norwegian steamer, touched ground slightly at St. Barnaby's island,
on October IT. No damage.

None of the above accidents can be attributed to any fault of the ship shannel.

MARINE SIGNAL SERVICE — RIVER ST. LAWRENCE SHIP CHANNEL.

There are thirteen stations established at the following places: —

Name of place.

Locality.

Nautical

miles below

Montreal.

In operation.

Montreal

Top floor Sauvegarde building, corner Notre
Dame and St. Vincent streets

5
19

108

127

133

139

171

Day and night

Longue Pointe

Vercheres

On the extreme point

In the windmill near the wharf

Sorel

Three Rivers. . . .

On the Government wharf

On the upper end of Bureau wharf

At the wharf . . -

On the hill at the semaphore

In old Windmill

In the front range lighthouse

Batiscan

St. Jean des Chaillons . . .
Grondines

Portneuf

St. Nicholas.

During daylight.
Day and night.
During daylight.
Day and night.

Bridge

On point above Quebec bridge

Quebec

In dome of customs building

Crane Island

On the wharf

These stations are connected by a private telephone system, terminating at Que-
bec and Montreal, with the exception of Crane island, which communicates with
Quebec via the Bell Telephone Company's system.

86 MARINE iv/> FISHERIES

5 GEORGE V.. A. 1915

Each of these stations, with the exception of Montreal and Quebec, is provided
with a mast 60 feet in height with a cross spar 20 feet long about 20 feet from the top

of the mast. . , , , , .

When the station is in operation, a "Jack" is hoisted to the mast head during

daylight, and a white light at night. > m

1 Signals displayed at west end of cross spar indicate river or points above station.
Signals displayed at east end of cross spar indicate river or points below

1 For other communications between vessels and stations or vice versa, the inter-
national code of signals is used.

This service was begun on September 1, 1907, and has proved to be very useful
-,s weather conditions and movements of vessels along the river can be reported
from all the stations, and the information furnished to all the shipping agenc

All of the stations were kept in good repair during the past season, and certain
improvements made to some of them. >

The Vercheres station was made a day and night station.

ICEBREAKING.

Quebhc, May 1, 1914,

Y. W. FornereT, Esq., C.E.,

Superintending Engineer,

River St. Lawrence* Ship Channel,

Department Marine and Fisheries,
Sorel, Que.
Sir —I have the honour to submit the following report on the work of the ire-
breakers Lady Grey and Monicahn during the winter of 1913-14. .

At the close of the season of navigation of 1013 the Lady Grey was in readmes
to help the last ships through the ice, and to aid the buoy service, but as there was
no ice her services were not required, and on December 4. she proceeded to her station
at Quebec to take up the work of guarding Cap Rouge durmg the ^inter-

The winter of 1913-14 was of about average severity. The month ot Decembei
was mild. In January the thermometer registered zero, or below only on three or
four days during the month. Throughout February zero or below was he rule
rather than the exception. During the month of March the temperature was high
for the season and following this came cold weather in April. , i_ _*

The iebridg" formed Tt Sorel and Port St. Francis on December 28 and a short
time a towards the river was covered with ice from the latter place to Montreal. On
January 13 the ice blocked at Batiscan, and by February 1. it had blocked up as far

" P»Fthemonth of December the weather was so mild that there was little ice,
and the icebreakers had no work to do at Cap Rouge ra„„.„

On January 13, the first jam occurred at the bridge, followed by one on January
19 and anoter on February 8. These were all successfully broken up by the rcebreak-
;. O tw ^occasions We fields of batture ice from Les Ecureuils were rntercepted
and broken before reaching the bridge. Had these large fields of ice got down to that
POuit a very heavy jam would have been formed, which the icebreakers might not
have been able to cut through. ■ '

The am of January 19, was broken up more by good luck than good management
The Lady Grey had been on a trip to Murray Bay, and fortunately arrived back just
fn time to help the Montcalm clear the channel. It was all the two ships could do
to cut through this jam, working the full seven hours of the falling tide. Had the
LaZoreyLn delayed a day below, the Montcalm alone would have been unable to
do the work. It is a well-known fact that these jams pile up very rapidly, so ,t is

RIVER ST. LAWRENCE SHIP CHANNEL 87

SESSIONAL PAPER No. 21

practically certain that had the Lady Grey been a day later in returning from .Murray
Bay, this jam would have reached such proportions as would have required the work
of both vessels for the remainder of the season, to clear it.

On February 12, the ice jammed at Portneuf. Until this date it had been open
from Quebec to Batiscan.

This jam at Portneuf was exceedingly heavy, and extended from a little below La
Roche a Oiseau to Richelieu island, and was made up in parts of packed ice from 40
to 50 feet thick, and in other parts of frazil icef from GO to 80 feet thick, and solid to
the bottom. In a short time after this jam formed the ice had backed up as far as
Three Rivers, with the exception of an open space about -i miles long extending from
Richelieu island to Grondines.

The Lady Grey began the work of breaking up the Portneuf jam on February 17,
and worked there until February 10, when she was recalled to make a trip to Murray
Bay. Owing to delays due to bad weather, she was not able to make this trip until
February 28. On that date the Montcalm went to Portneuf and took up the work
where the Lady Grey left off. From February 17 until February 28, no work was done
at Portneuf as the Lady Grey was waiting to go to Murray Bay at the first opportunity
and the Montcalm was on " stand-by " to break up battures coming from Les Ecu-
reuils, which might jam at the bridge. Work was carried on steadily from February
28, until March 13, part of the time both ships working together. On March 13, the
Montcalm lost her rudder; and as she had not a spare one, this accident put her out of
commission for the remainder of the season.

As the Montcalm was not available, the whole of the work fell to the share of the
Lady Grey, and consequently, witli only one ship, progress was slower. On March
17, the Lady Grey cut through into the open water at the foot of the Richelieu rapids.
She at once proceeded to Grondines where she worked until March 20, when a pro-
peller blade was carried away, and a return had to be made to Quebec for repairs.
Owing to the fact that the tides were not high enough, it was some days before the
ship could be put on the gridiron to have the necessary repairs made, and it was not
until March 27 that she resumed work at Grondines.

After the return of the Lady Grey to Grondines on March 27, better progress was
made, the ice being lighter and breaking freely. On April 2, the head of the cut was
at Pointe Citrouille.

From Pointe Citrouille upwards slow progress was made, as stiff blue iee from
18 to 24 inches was encountered, and it was not until April 19 that the Lady Grey
reached Three Rivers. From April 17 to 19 she was in shelter at Cap Madeleine
wharf, as large masses of icel broke away above and below her, so that it woudd have
been dangerous to have attempted further advance. When this ice moved down on
April 19 she was able to get into Three Rivers.

After the Lady Grey arrived at Three! Rivers, she proceeded to clear the river of
ice up to Nicolet Traverse, and then to open up the lower end of lake St. Peter. The
lake ice shoved on April 22, and was kept running steadily by the Lady Grey. On
April 25 the last of the up-river iee passed through Port St. Francis, and the river
was once more clear to the sea, bringing to a close one of the most strenuous seasons
of icebreaking that has yet been experienced.

The river below Montreal having been cleared of ice, the Lady Grey, at the
request of the Department of Railways and Canals, proceeded to the foot of the
Soulanges canal and cut a channel through the heavy accumulations of frazil ice
which annually forms there. The opening of this channel enabled the shipping
from the upper lakes to pass through to Montreal without delay.
I hare the honour to be, sir,

Your obedient servant,

W. B. McLEAN,

Resident Engineer.

88 MARINE AX I) FISHERIES

5 GEORGE V., A. 1916
GENERAL INFORMATION.

During the season, the usual sweeping of the channel was done, and no obstruc-
tion of a serious nature was discovered.

A few sandbars were found to have formed in the Charnplain channel near
Point Citrouille, but these were removed by a dredge before the low-water season.

The Cap a la Koche semaphore at Deschaillons, Que., which indicates th*
depth of water in the dredged channel at Cap a la Eoche was put in operation on
April 26, and the St. Nicholas semaphore, showing the depth over the undredged
St. Augustin bar, on May 3.

Good progress has been made on the north channel below Quebec, where dredges
Beaujeu (No. 8) and Galveston (No. 9) are both at work. In order to expedite
this work, it is very important that additional plant be procured. It is* the intention
of the Department, however, to have a dredge built on similar lines to the Corozal,
which is employed on the deepening of the Panama canal, which is one of the largest
and most powerful dredges of its kind in the world. It is expected that the contract
for its construction will be awarded shortly.

Some advance has been made on Horseback bar channel, which should be com-
pleted by the end of next season. This will give a channel with a depth of 30 feet
at extreme low. water and 450 feet in width, instead of 27^ feet depth at ordinary
low water and 300 feet width as at present. The axis of the channel will also be
changed, and a new range of lights built to mark the centre line.

Cap Charles channel is nearly completed, as the widening will be finished next
season, but there is still a short distance at the lower end to be deepened on the south
half of the channel.- This should be nearly finished by the end of next season, which
when completed will give a width of 450 feet on the straight portion of the channel
and 600 feet on the curve, and a depth of 30 feet at extreme low water instead of a
width of 300 feet and a depth of 27£ feet at ordinary low water as at present.

The dredging at Cap a la Koche channel and curve is not making as much
progress as was hoped, owing to the solid shale rock to be removed being of much
harder nature than ;jvas expected; in fact in some places, the dredges could not make
any impression on it. With the aid of the rock-cutter, however, this is being over-
come, as the rock-cutter breaks up the rock and prepares it for the dredges, and it is
then more easily removed. The widening is nearly completed, and should be finished
by the end of next season; the deepening* will take two more seasons. When this is
done, there will be a channel with a depth of 30 feet at extreme low water and a width
of 450 feet to 550 feet instead of 27| feet at ordinary low water and 300 to 450 feet
wide, as at present. (The extreme low-water datum is 2 feet lower than the ordinary
low-water datum.) After the widening is done, it will be tested with the sounding
scow, and if it proves clear, the buoys will be shifted over to give the increased
width, which may be done next season.

The length of the 30-foot channel actually completed at the close of navigation
season of 1913, equals 61-55 statute miles. The total length requiring dredging is
63-35 miles, there remaining 1-80 miles yet to be done.

On the 35-foot project between Montreal and Quebec, dredging has been done
at lake St. Peter, Ste. Anne traverse, Varennes curve and Pointe aux Trembles
channel. The total length dredged equals 15-57 statute miles, total length to be
dredged being 82-24 miles, there remaining to be dredged 66-67 miles. With the
additional plant now available, much better progress will be made.

The Repentigny steamboat channel from He Ste. Therese to Lavaltrie was com-
pleted to 15 feet at extreme low water, with the exception of a few small lumps at
the lower end of channel, which can be easily cleaned up in a couple of weeks at the
commencement of next season. It will then be buoyed out and opened for light-
draught navigation. The necessary lighthouses to mark the centre line of the
different courses are finished. This new channel will be of great benefit in relieving
the ship channel of tows, etc.

RIVER ST. LAWRENCE SHIP CHANNEL

SESSIONAL PAPER No. 21

The work on the Montreal floating dock channel approach is nearly completed; a
channel of over 800 feet in width and dredged to 30 feet at extreme low water wa*
available at the end of the season. It is expected that the additional widening and
deepening will be completed next season.

The total cost, from 1851 to the end of fiscal year, March 31, 1914, of the ship
channel, including plant, shops, surveys, etc., is as follows: —

Dredging $10,505,495 1G

Plant, shops, surveys, etc. 6,433,651 66

•116,939,146 82

The number of cubic yards dredged amounted to 91,301,742, the material varying
from very hard shale rock to soft blue clay.

Year.

1890
1891.
1892.
1893.
1894.
1895.
189G
1897.

1899.
1900.
1901.
1902.
1903.
1904.
1905.
1906.

Avekagk Depth fok each Month in the 27^ Foot
Channel.
(27^ Feet at ordinary low water.)

1907.
1908.
1909.
1910.
1911.
1912
1913

37 1
41 5
40 6
35 7
3G 6
37 9
37 0

May.

June.

July.

Aug.

Sept.

Oct.

Ft. In.

Ft, In.

Ft. In.

35 6

35 3

31 9

30 6

30 !)

29 9

34 G

31 3

29 9

30 0

28 3 ;

31 0

31 9

31 G

30 6

28 9

28 3 i

36 0

34 3

30 9

29 9

29 6

28 6 i

34 6

31 9

31 0

29 2

28 3

28 9

33 3

31 3

28 3

27 6

26 9 :

33 6

30 6

28 9

28 0

27 6

27 9 !

35 6

32 6

30 3

29 3

28 0

27 0

31 6

30 <)

29 8

28 2

28 3

36 2

31 9

30 3

28 6

27 6

28 0

33 6

30 9

30 6

29 6

28 1

28 9

34 3

31 10

29 2

28 3

27 7

27 4 1

32 2

29 4

28 1

28 i ;

33 0

30 11

30 5

29 5

28 4

29 0

36 3

34 5

30 9

29 5

30 4 |

31 10

30 8

29 7

29 0

28 0

28 5

32 4

31 5

29 3

27 11

27 3

27 4 j

Nov

From
Sorel Gauge

during

each year

May to November.

Highest. : Lowest.

Ft. In. Ft. In.

Average Depth for each month

in the 30 Foot channel,
(30 feet at extreme low water of 1897.

30 6
28 3
28 3

28 0

29 0

26 9
29 0

27 6

28 6
27 9

29 2
27 3
29 0

27 11
29 3

28 1
27 6

35 9

34 3

32 10

32 4

32 9

33 7

37 10

33 10

32 10

32 0

31 0

30 6

37 6

33 10

33 2

32 7

32 4

31 6

34 5

32 3

31 7

31 6

31 7

34 6

32 1

31 3

30 9

30 2

30 3

37 6

33 6

32 8

32 6

34 9

34 4

32 8

31 10

31 6

32 1

32 7

37 0

36 9

33 G

37 6

36 0

34 G

37 0
37 0
32 1
37 9

35 9

36 3
34 1

32 8

37 4

33 6
33 3

38 3
42 4
42 7

37 1

38 1
40 11
38 6

Ft. In.

29 0
27 3
27 3
27 6
27 7

25 10
27 4

26 5
26 9

26 9

27 4

26 6

27 6

26 11

28 1

27 1
26 9

31 10
30 0
30 11

30 7
29 4

31 3
31 1

MARINE I \l> FISHERIES

5 GEORGE V.. A. 1915

COST OF THE ship CHANNEL TO DATE.

Table showing the total cost of the Dredging Plant and the Quantities Dredged to

March 31, 1914.

Cost of
Dredging.

Montreal Harbour Commissioners, 1851 to 1888. I

Dredging Montreal to Cap a la Roche to 27^ feet atj
O.L.W. and from Cap a la Roche to Quebec to 27^;
feet at half tide

Department of Public Works.

Dredging consisting of widening and cleaning up of !
channel, deepening Cap a la Roche to Cap Charles
to 27i feet at O.L.W. and dredging at Grondines, !
Lotbiniere and Ste. Croix, 1889 to June 30, 1899. . .'.

Project of 1899.

Dredging channel between Montreal and Quebec to 30
feet at lowest water of 1897, also widening to a min-
imum width of 450 feet and straightening.

Fiscal vear 1899-1900
1900-1901.
1901-1902.
1902-1G03.
1903-1901.

$ cts.

3,402,494 35

829,583 08

Expenditure
for Plant, Shops, !
Surveys, &c. I

cts

Quantities
Dredged.

534,809 (k

486,971 79

eta.

19.865,693

3.558J33

100,191 01
136,680 83

185,429 80 !
255,776 55 |
276,958 59

265,270 78

287,040 04
479.731 47
277,703 50
308,705 44

1,107,894
2,479,385
3,098,350
6,544,605
4,619,260

Department of Marine and Fisheries.

This includes the work below Quebec.

Fiscal vear 1904-1905

1905-1906

1906-1907 (Julv 1, '06 to March 31, "07). . .

1907-1908....."

1908-1909 . .

311,087 93
431,768 30
302,677 37
478,209 66
497,686 03
572,950 71
576,838 02
588,697 60
(563,229 74
895,235 59

277,225 69
317,327 37
275,003 61
417,390 22
340,861 86
321,375 80
488,248 88
499,799 58
430,107 86
426,018 12

2,716,220
4,047,530
3,001,010
4,831,875
5,896,737
0,354,285
5,600,050

1909-1910

1910-1911

1911-1912

1912-1913

1913-1914

4,509,904
6,929,344
6,140,867

10,505,495 16

6,433,651 66

91,301,742

DREDGING OPERATIONS NO. 1.

Laval (No. 1). — This is the oldest dredge in the ship channel fleet. The hull is
of wood, constructed in Ottawa in 1894. The buckets are made of cast steel, for work
on rock or other hard material.

During the winter of 1912-13 the hull, boilers, machinery, and buckets of this
dredge were overhauled and repaired. A new steel frame and a new funnel were
installed.

The details of the operations for the fiscal year beginning April 1, 1913, were as
follows : —

Dredge No. 1 left Sorel on April 28, and arrived in Montreal the next morning,
April 29. From April 29, until May 6, she was tied up at Maisonneuve, engaged in
putting in a new bow wire, taking coal, etc.

RIVER. ST. LAWRENCE SHIP CHANNEL 91

SESSIONAL PAPER No. 21

On May 7, this dredge was laid out at section 42 in the ship channel abreast of
Hochelaga, where she worked until June 20.' Anchors were lifted on this date, and the
dredge was taken to the floating dock of the Canadian Tickers Company, Limited,
where she was docked the following day, June 21.

The dredge remained in, dock until July 4, undergoing repairs to the hull.

On July 5 she was laid out again where she left off on June 20, and continued
working until November 28, when she stopped for the season, and was brought to
Sorel on November 29, to go into winter quarters.

The work to be done was clearing up small irregular lumps and patches. This
involved covering as much ground as though a fair average cut had been carried, but
gave a low return for the number of cubic yards dredged, and consequently a high
cost per cubic yard.

From June 21 until July 4, inclusive, this dredge was in dry dock, and from Octo-
ber 6 to 8, inclusive, time was lost, as the buckets had come off the tumbler. Apart
from this there was no serious delay or breakage throughout the season.

In a total of 160 days during which dredge No. 1 was at work, her machinery was
in actual operation 71 per cent of the full working time.

The total number of cubic yards dredged amounted to 40,450, at a cost of $59,-
884.46 or $1.21"/ioo per cubic yard.

Laurier (No. 2). — The hull of this dredge is also of wood, having been con-
structed at the Government ship yard at Sorel in 1897. She is equipped with a set
of cast-steel buckets, especially designed for work in rock or other hard material.

During the winter of 1912-13, this dredge was given a thorough overhauling: a
new tumbler and a new funnel were supplied.

The details of the operations of this dredge for the fiscal year beginning
April 1, 1913, were as follows: —

Dredge No. ,! left Sorel April 22, arriving at Varennes the same afternoon.
She was laid out for work on April 23 at Varennes curve, to widen and deepen the
channel to 35 feet at low water of 1897, the material being soft clay.

No. 2 continued to work at Varennes curve until June 24, when she was taken
down to Cap a la Roche, where the dredge worked until September 2, when it was
found necessary to take No. 2 to Montreal tol place her into the floating dry dock, as
the vessel was leaking very badly. Dredge No. 2 came out of dock, after the neces-
sary repairs and caulking had been made, on September 15, and was taken back to
Cap a la Roche, and laid out on Cap Charles channel, the material to be removed
being hard shale rock.

On October 28, the dredge was towed up to Varennes curve to continue where
she had been working at the beginning of the season, and was taken into winter
quarters at Sorel on November 26, 1913.

In a total of 172 days during which dredge No. 2 was at work, her machinery
was in actual operation 54 per cent of the full working- time.

The total number of cubic yards dredged amounted to* 242,881, at a cost of
$64,709.86. or 26 r,7ioo cents per cubic yard.

Aberden (Xo. S). — The hull of this dredge is of steel, the complete vessel hav-
ing been constructed at the Sorel shipyard in 1900. The buckets are of cast steel,
for working in hard material.

During the winter 1912-13 this dredge was given a good overhauling and put
in first-class condition for the next season.

The details of the operations of this dredge for the fiscal year x\pril 1, 1913, were
as follows: —

On April 22, dredge No. 3 was taken to Ste. Anne traverse, and laid out to
deepen and widen the channel to 35 feet at low water of 1897, the material to be
dredged being clay. Work was carried on there until June 16.

92 MARINE AND FISHERIES

5 GEORGE V., A. 1915

Oil June 16, this dredge was removed to Grondines, where she was laid out at
Horseback bar to deepen and widen the channel to 30 feet at low water of 1897, the
material to be removed being' clay and embedded boulders. She continued working
at Grondines until November 7.

Owing to the stony nature of the material to be dredged, No. 3 lost a good deal
of time removing stones and boulders with the aid of a stone lifter. Time was lost
from September 2 to 6, inclusive, repairing buckets and putting in new teeth, also
from September 13 to 17 inclusive, renewing bush and key of tumbler. On October
3, the buckets came off the frame, and the dredge was unable to work from that
date until October 14, when they were all finally lifted and replaced.

On November 7, No. 3 was taken up river to Pointe aux Trembles, where she
was laid out on November 10, to deepen and widen the channel to 35 feet at low water
of 1897, the material to be dredged being clay. She remained working there until
November 26, when she was brought down to Sorel and went into winter quartert.

The working time of dredge No. 3 was 186 days, the dredge being in actual
operation 64 per cent of the full working time.

The total number of cubic yards removed amounted to 299,766 cubic yards, at
a cost of $58,807.44 or 19 a%oo cents per cubic yard.

Lady Min to (No. 4).— This dredge is of the same type and design as No. S,
and was constructed at the Sorel shipyard in 1900. No. k is also provided with cast
steel buckets for dredging in rock and other hard material.

During the winter 1912-13, the dredge received all necessary repairs and over-
hauling to put her into satisfactory shape for next season's work.

The details of the operations during tht season commencing April 1, 1913, were
as follows: —

Dredge No. 1+ left Sorel xVpril 23, was taken up to Pointe aux Trembles, and
laid out on April 25, to deepen and widen the channel to 35 feet at low water of 1897,
the material to be removed being clay. She worked there until June 20.

On this date, No. k was brought down to Varennes, where she was laid out at
Varennes curve to deepen and widen the channel to 35 feet. Clay was the material
to be excavated. She was operated there until July 19.

On July 19, she was towed to Sorel, where additional anchor chains were taken
on board, and on July 21 she left for Grondines, arriving on July 22. The follow-
ing day, July 23, No. k was laid out there to deepen and widen the channel to 30
feet at low water of 1897. The material to be removed being clay and embedded
boulders.

Dredge No. k worked at Grondines from July 23 until November 7. While there
she had two accidents whicli occasioned some little delay. (On October 7 the bucket*
came off the frame, and the dredge was unable to work from that date until October
11 inclusive, when the buckets had all been replaced. Again on November 1, the
buckets came off, and most of them went to the bottom. These buckets had all been
lifted with the aid of a stone lifter by November 7, and on this date the dredge was
brought to Sorel, where she was again put into working :>rder.)

The dredge was in readiness again by November 11, and on that date was laid
out at Ste. Anne traverse to deepen and widen the channel to 35 feet, the material
to be dredged being clay. She worked there until November 21, when the bucket*
again came off the frame. These buckets were lifted by November 26; the dredge
was then brought into winter quarters at Sorel.

The number of days during which this dredge was in operation was 183, and the
percentage of time of actual work 62.

The total number of cubic yards removed amounted to 304,085, at a cost of
$58,186.52, or 19i;Moo cents per cubic yard.

BITER ST. LAWRENCE SHIP CHANNEL 93

SESSIONAL PAPER No. 21

Lafontaine (No. 5 ).— This dredge was constructed at the Sorel shipyard, and
was completed in 1901. Her hull is of wood, she is fitted out with cast steel buckets.
and has breasting winches of a new type, using wire rope instead of chains for side

moorings. .

During the winter of 1912-13, the dredge was thoroughly repaired, boilers,

engines, buckets, winches, hull, deck houses, etc., being overhauled and put into

flrst-class condition for the next season.

The details of the operations of this dredge for the fiscal year beginning April
1, 1913, were as follows: —

Dredge No. 5 left Sorel April 22, and was taken up to Varennes and was laid
out on April 23, to deepen and widen Varennes curve to 35 feet at low water of 1897,
the material being clay. Work was carried on at Varennes until June 7.

On this date, No. 5 was brought to Sorel, remaining there until June 10 under-
going repairs, and on that date was taken to Cap a la Roche curve where she was
laid out to deepen and widen the channel to 30 feet at low water of 1897, the material
to be removed being shale rock. She continued working there until November 11.

No. 5, on November 11, was brought up from Cap a la Roche to Pointe aux
Trembles and laid out on November 12 to deepen and widen the channel to 35 feet.
Wjork was carried on there until November 25, and on November 26 she was taken
to Sorel to go into winter quarters.

On September 4, the buckets came off the tumbler, and the dredge was not ready
for work again until September 8.

The working time of dredge No. 5 was 183 days, the dredge being in actual
operation 51 per cent of the full working time.

The total number of cubic yards removed amounted to 230,322, at a cost of
$74,432.36, or 32 -"'Vino cents per cubic yard.

Baldwin (No. 6). — This dredge was constructed at the Sorel shipyard in 1902, the
hull being of wood. No. 6 is provided with large built-up buckets for work in soft
material, but with sufficient teeth to enable lier to work in hard-pan, etc.

During the winter of 1912-13, this dredge was given a complete overhauling both
in the engine room and on deck.

The details of the operations of this dredge for the fiscal year beginning April 1,
1913, were as follows: —

Dredge No, 6 left Sorel May 7, and was taken up to St. Sulpice channel, where
ihe was laid out for work on the new steamboat channel to dredge to a depth of 15 feet
at low water of 1897, and 300 feet wide, the material being clay, sand, and stones.
From May 7 until May 10, no dredging was done, as repairs to the frame hoisting
■winch were being finished. Work began on Monday, May 12, and continued until
June 16, when a tumbler was broken. The dredge was taken to Sorel, the repair-
were made to the tumbler, and she was relaid out at St. Sulpice channel on June 23,
where she worked until July 28.

On July 28, No. 6 was taken down river and laid out on July 30, in Champlain
o&annel to clean up some lumps and ridges that had been formed. She worked there
until November 10.

Some time was lost owing to breakages while No. 6 was at Champlain channel.
She was unable to work from August 28 until September 8, as the shaft of one of the
breasting winches was broken and the bush for the tumbler had to be renewed. From
September 15 to 17, the dredge was again idle, as an air pump required repairs. On
September 22, the buckets came off the frame and were not all replaced until Septem-
ber 2Q.

On November 10, No. 6 left Champlain, and was taken back to the St. Sulpice
•hannel, and laid out on November 12. She worked there until November 27. when
•be was brought into winter quarters at Sorel.

94 UARINE AND FISHERIES

5 GEORGE V., A. 1915

Jn a total of 165 days during which this dredge was at work, her machinery was
in actual operation 47 per cent of the full working tune.

The total number of cubic yards removed amounted to 206,850 at a cost of $59,-
679.39 or 28 85Aoo cents per cubic yard.

Hydraulic dredge J. Israel Tarte (No. 7)— The hull of this dredge is of steel, of
the same type and general design as the steel hulls of the elevator dredges. She was
constructed in 1902 by the Poison Iron Works Company, of Toronto, Canada.

During the winter of 1912-13, the dredge and the discharge pipes were thoroughly
overhauled and repaired.

The details of the operations of this dredge for the fiscal year beginning xVpril 1,
1911), were as follows : —

J)redge No. 7 left Sorel May G, and was taken down and laid out at the White
buoy curve, lake St. Peter, to deepen the channel to 35 feet at low water of 1897, the
material being clay. After being placed in position, the discharge pipes had to be
connected and some general repairs finished, so that it was not until May 12, that the
dredge began work. From May 12 until August 7, she was employed at the White
buoy curve.

On the latter date, No. 7 was moved up to the lower end of Xo. 1 curve, where
was laid out to deepen the channel to 35 feet, the material to be removed being hard
clay and stones. She began work at curve Xo. 1 on August 8, and continued working
there until November 14, when the dredge was brought up to He a la Pierre, where the
crew were engaged cleaning ship until November 25, when she was brought to
to go into winter quarters.

During the season some delays were caused owing to breakages, the most serious
of which were as follows: Prom June 17 to 19, time was lost owing to a broken piston
rod; from June. 26 to 28, the dredge had to stop work owing to one of the pumps being
out of order; on September 17, the cutter head shaft was broken, the dredge was
brought to Sorel, repairs made, and she was relaid out for work on October 2.

Dredge No. 7 was greatly delayed again during the season by wind; working
she does pretty well in the centre of the lake, she is exposed from every quarter. The
discharge-pipe connections are frequently broken, and a great deal of time losi recon-
necting them.

Steam pressure was again a serious cause of delay, stokers being hard to get, and
very frequently those employed being very poor firemen, without a proper know
of their duties.

In a total of 153 days during which this dredge was at work, her machinery was
in actual operation 41 per cent of the full working time.

The total number of cubic yards removed amounted to 1, 122,1-1-2 at a cost of
$123,916.33 or sT11IM, cents per cubic yard.

Hopper-hydraulic dredge tteaujeu (Xo. S). — Steel hull, twin screw; This dredge
was constructed at the Sorel shipyard, and completed in 1907.

During the winter of 1912-13, No. 8 had the usual overhauling and repairs, and
was put into first-class condition for the next seasons work.

The details of the operations 'during the season commencing April 1, 1913, v.
as follows : —

Dredge No. S left Sorel April 24, stopped at Three Bivers to take coal, and
arrived at her station at West Sand in the North channel below Quebec on April
25. She began work the same evening, dredging to a depth of 35 feet at extreme low
water spring tides, and to a width of 1,000 feet, the material removed being clay,
sand, gravel, and stones. She continued working without any serious interruptions
until July 2.

On this date, the dredge was compelled to stop owing to a strike among the
firemen, and did not recommence until July 14. The time was not altogether lost,

RIVER ST. LAWRENCE SHIP CHANNEL 95

SESSIONAL PAPER No. 21

however, as it would have been necessary to stop in a few days to make repairs to the
turbine and cutter-head shafts. This work was carried out by the engineer? and
oilers, while a new lot of firemen were being obtained.

No. 8 began work again on July 15, but for the remainder of the month lost
more or less time owing to not having a full complement of stokers.

From August 1, work was carried on without any interruptions of any great
importance until September 17. From September 18 to 20, inclusive, the dredge
was idle, as the turbine shaft had to be renewed. Dredging operations were recom-
menced on September 21, and continued until October 4. when the dredge was put
into dry dock for repairs to the tail-end shafts, rudder and some re-riveting of the
shell plating. She came out of dock on the morning of October 18, and proceeded
to her station at West Sand. She continued working there until [November 29, when
she left for Sorel, where she arrived December 1, and went into winter quarters.

A hopper barge to serve dredge No. S was delivered by the firm of Messrs. Geo.
T. Davie and Sons, of Levis. Que., about the end of October. This barge was in
commission for about a month, and after being experimented with and put through
various trials was found to work satisfactorily.

At present dredge No. 8 is working only on one anchor making long cuts in the
direction of the channel through the heavy bank of sand at West Sand. Before
very long, the bulk of the material will have been removed, and it will be necessary
to lay out the dredge on breasting anchors to clean up lumps and ridges and make
a good bottom. Previously, when the dredge did breasting work, she loaded herself
and carried her load to clump, and the best that could be done was one load
tide. Now the dredge will remain on her anchors, the hopper barge will be leaded
and sent to the dump, and the only time lost will be while the barge i- absent dis-
charging her load. Working in this way, there will be very much less delay.

Another barge similar to the one already received is to bo provided, and. when
this is done, the dredge will be able to work continuously, .is one barge will be along-
side loading, while the other is away discharging.

In a total of 165 days during which this dredge; was at work, her machinery
was in actual operation 81 per cent of the full working time.

The total number of cubic yards removed was 1,638,400 at a cost of $94,604.35, or
5 7yi<!<) cents per cubic yard.

Suction Hopper dredge Galveston (No. 9). — Steel hull, twin screw. During
the winter of 1912-13, this dredge received the usual repairing and overhauling.

The details of the operations of this dredge for the fiscal year beginning April
1, 1913, were as follows: —

Dredge No. 9 left Sorel April 26, came down to Quebec, and on April 2s. went
into dry dock, where she remained until May 13.

This dredge was fitted with two sets of dumping doors. The lower set. which
were large and opened below the bottom, when dumping, were exposed to the
danger of touching the bottom and being broken or carried away. The other set
was placed above the large doors. These doors are much smaller than the lower
doors, and consequently stronger. When the small doors are open they are flush
with the bottom of the ship, so that there is no danger of damaging them should
the vessel touch anything.

It was decided, as there had been a great deal of trouble in keeping the large
doors tight, to use only the small doors, as they were stronger. This would reduce
the quantity of each load a little, but there would be less loss owing to the doors
being tight and the load could be made more quickly.

During the time the Galveston was in dry dock, the above changes to the dump-
ing doors were made, the tail shafts were overhauled., and the vessel was scraped
and painted up to the water line.

96 MARINE AND FISHERIES

5 GEORGE V., A. 1915

On May 13, No. 9 left the dry dock, coaled up, and then proceeded to her station
at West Sand, on the North- channei, arriving there May 14, and beginning work
the same day, dredging to 35 feet at extreme low water, spring tides, 1,000 feet in
width, the material being sand, gravel, and stones.

This dredge was employed during the whole season in the North channel.

On November 15, No. 9 left West Sand, went to St. Michel where the ship was
grounded and the intake blocked. She left there November 16 and proceeded to
Sorel, arriving there November 17, and went into winter quarters.

Dredge No. 9 was greatly delayed throughout the season by breakages of one kind
or another of more or less importance.

The most serious of the accidents to the machinery are as follows:—

During June two days were lost repairing the windlass; from July 11 to 17, the
dredge was at St. Michel repairing a sluice valve; the dredge was idle from August
12 to 14 while repairs were made to a pit-valve; the dredge was unable to work Sep-
tember 29 and 30, as the turbine casings had to be renewed; finally, on November 15,
the machinery throughout was in such bad condition that she was ordered to prepare
for winter quarters. No. 9 was beached at St. Michel to have the intake opening
closed, and left for Sorel on November 16, reaching her destination on the 17th.

The working time of dredge No. 9 was 161 days. She was in actual operation 69
per cent of the full working time.

The total number of cubic yards removed amounted to 586.100 at a cost of $84,-
816.97 or 14 3$i0o cents per cubic yard.

Dipper dredge No. 10. — Steel hull. This dredge was constructed at Sorel ship-
yard, and completed 1910.

During the winter of 1912-13, all necessary repairs were made to dredge No. 10.

The details of the operations of this dredge for the fiscal year beginning April 1.
1913, were as follows: —

Dredge No. 10 laft Sorel April 26, and was taken up to Maisonneuve, arriving
there the same day. Several days were lost waiting for the floating crane to place the
spuds, and in placing the same, and it was not until May 9, that the dredge was laid
out at the approach to the floating dock to dredge to 30 feet at low water of 1897 and
from 500 to 750 feet in width, the material being hard-pan and stones. This dredge
was employed on the approach to the floating dock for the whole season, and on
November 24, was taken into winter quarters at Sorel.

There were a number of minor breakages which, taken altogether, occasioned con-
siderable delay. The most serious accident was the breaking of the counter balanc*
of the crank shaft, which occurred May 19, and the repairs were not completed until
May 24.

The working time of dredge No. 10 was 165 days, the dredge being in actual oper-
ation 63 per cent of the full working time.

The total number of cubic yards removed amounted to 409,600 at a cost of $57,-
678.47 or 14 °^ioo cents per cubic yard.

Dipper dredge No. 11. — Steel hull. This dredge was constructed at the Sorel
shipyard, and was completed in 1911.

During the winter of 1912-13, the hull and machinery of this dredge received a
complete overhauling.

Dredge No. 11 left Sorel April 24, and arrived at Maisonneuve the same day.
From iVpril 25 until May 5, the crew was employed putting in the spuds, shipping a
bucket and generally getting the' dredge into shape. She began work on May 6, at
the approach to the floating dock, dredging to 30 feet at low water of 1897, and to a
width of from 500 to 750 feet, the material removed being hard-pan and stones.
Dredge No. 11 was employed throughout the season at the approach to the floating
dock and was brought into winter quarters at Sorel, November 19, 1913.

RIVER ST. LAWRENCE SHIP CHANNEL 97

SESSIONAL PAPER No. 21

There was a good deal, of lost time throughout the season owing to minor break-
ages and others of a more serious nature. The most important of the latter were as
follows: On May 28, the friction of the starboard spud was broken, was taken to
Sorel, repaired, and the dredge began again June 4. On August 15, the bucket was
■damaged, and repairs were not completed until August 18. Again on August 20, the
swinging table was damaged, and the repairs were only finished on August 26.

The working time of dredge No. 11 was 167 days, the dredge being in actual oper-
ation 56 per cent of the full working time.

The total number of cubic yards removed amounted to 357,000 at a cost of $53,-
<394.45 or 15 °^oo cents per cubic yard.

Elevator dredge No. 12. — This dredge was constructed at the Sorel shipyard, and
was completed in 1912. Her hull is of steel. No. 12 is fitted out with large cast steel
buckets for rock work, and can dig to the depth of 52 feet. The breasting winches are
similar to those in elevator dredge No. 5, using wire cables instead of chains.

The details of the operations of this dredge for the fiscal year beginning April 1,
1913, were as follows : —

Dredge No. 12 left Sorel May 13, and was taken to Pointe aux Trembles, where she
was laid out to deepen the channel to 35 feet at low water of 1897 and widen it, the
material being shale rock and clay. She worked there until July 10.

On this date the dredge was taken down river to Cap Charles curve where she
was laid out to deepen the* channel to 30 feet at low water of 1897, and widen the
material to be dredged being shale rock and boulders. Owing to repairs that had to be
made to the tumbler, the dredge did not begin work at Cap Charles until June 18.
She worked there until November 14.

On November 14, No. 12 was taken up river again and laid out at Pointe aux
Trembles, November 17, to continue where she left off in July. She remained dredg-
ing there until November 27, when she was brought into winter quarters at Sorel.

Dredge No. 12 lost a good deal of time " stoning " at Cap Charles curve, and also
was delayed considerably owing to breakages. The most serious of these were as fol-
lows: The dredge was idle June 23, renewing teeth of buckets; again from July 14
to 17, making repairs to the tumbler; no work was done from August 14 to 16, as
repairs had to be made to the side rods of frame; September 24 the large gear wheel
was broken, and repairs were only completed September 27, repairs to side rods and
bracket of frame were being made from October 13 to 16.

The working time of dredge No. 12 was 168 days, the dredge being in actual oper-
ation 50 per cent of the full working time.

The total number of cubic yards removed amounted to 207,071, at a cost of $63,-
738.60 or 30 7%oo cents per cubic yard.

Elevator dredge No. IS. — This dredge was constructed at the Sorel shipyard, and
was completed in 1913. Her hull is of steel. No. 13 is fitted out with large cast-steel
buckets for rock work, and can dig to a depth of 52 feet. The breasting winches are
similar to those on elevator dredge No. 5, using wire cables instead of chains.

The details of the operations of this dredge for the fiscal year beginning April 1,
1913, were as follows: —

Dredge No. 13, after being completed, was laid out September 2, at Ste Anne
traverse close to Sorel in order to have her near the repair shops, in case, as very
frequently happens, that anything should go wrong with her new machinery.

This dredge was employed deepening the channel to 35 feet at low water of 1897
from September 2, until November 28, when she was brought into Sorel for winter
quarters. The material dredged was soft clay.

21—7

MARINE 1 \ /> FISHERIES

5 GEORGE V., A. 1915

The working time of dredge No. IS was 77 days, the dredge being in actual opera-
tion 54 per cent of the full working time.

The total number of cubic yards removed amounted to 187,200 at a cost of $41,-
586.39 or 22 2:j/ioo cents per cubic yard.

The total number of cubic yards removed by the dredging fleet in the ship chan-
nel between Montreal and Quebec, during the fiscal year ending March 31, 1914,
amounted to 3,916,367, at a total cost of $716,314.27 or 18 2%oo cents per cubic yard.

The total number of cubic yards removed by the dredges Beaujeu (No. 8) and
Galveston (No. 9) in the North channel below Quebec during the fiscal year ending
March 31, 1914, amounted to 2,224,500, at a total cost of $178,921.32 or 8 03/ioo cents
per cubic yard.

The total number of cubic yards removed by the whole of the dredging fleet dur-
ing the fiscal year ending March 31, 1914, amounted to 6,140,867, at a total cost of
$895,235.59 or 14 57/ioo cents per cubic yard.

Progress of Dredging Operations at Date of Writing, the Close of the Season 1913,

30-foot Project.

Locality.

Distance,

English

miles.

Total length
requiring
dredging.

Length

dredged in

1913.

Total

length of

30-foot

channel

dredged.

Length
yet to be
dredged .

Division 1: —
Montreal to Sorel

Division 2: —
Sorel to Batiscan

Division 3: —

Lake St. Peter

Division 4: —

45
36
20
59
60

Miles.
22 90

12-45

18 00

10-00

665

Miles.

Miles.
22 90

12 45

* 020

fl7-80

8-20
4 65

Miles.
All completed.

All completed.

040

180

Division 5: —

200

Total

220

7000

0 40

66 20

380

'Not widened. fWidened.

RIVER ST. LAWRENCE SHIP CHANNEL

SESSIONAL PAPER No. 21

Progress of the Dredging Operations at the Date of Writing, the Close of the Season

of 1913, 30-foot Project.

Locality.

Length of Dredging.

Cubic Yards,

Required.

Done.

to be done.

Division 1 —

Longueuil shoal

Longue Pointe to Pointe aux Trembles ( E.H.)

He Ste. Therese

Miles.

1 10

5 05
040
300
4 50
110
170

6 05

Cap St. Michel to Vercheres

Vercheres traverse *

Total

22 90

Division 2 —
Sorel to He de Grace

4 40

110 ,
025

0 50
050
155
225
130
060

Stone Island

He aux Raisins .

Lake St. Peter ( see Division 3)

Port St. Francis

Three Rivers

Cap Madeleine to Becancour

Becancour to Champlain

Champlain to Pointe Citrouille

Batture Perron

Total

12 45

Division 3 —
Lake St. Peter

Total

Division 4 —
Batiscan to Cap Levrard

/ * 0 20 \
\tl7-80 j

200,000

18 00

200,000

3 00
180
1-20
0 80
0 50
040
0 20
030

Cap a la Roche channel

020

200,000

1'ouillier Rayer

Cap Charles

010
.0 30

160,000

Grondines

Lotbiniere

140,000

Cap Sante

Ste. Croix

St. Augustin

060

£00,000
500,000

Total ...

Division 5 —
Quebec to The Traverse

Total

Totals

Cubic j'ards yet to be done ,

820

1 80

1,600,000

2 00

66 20

2,350,000

2 00

465

550,000

3 80

4 65

550,000

2,350 000

Cubic yards done

73,537,662

Total

75,887,662

*Not widened. fWidened.

21-7*

100

MARIXE AXD FISHERIES

5 GEORGE V., A. 1915

Progress of Dredging Operations at Date of Writing, the Close of the Season 1913,

35-foot Project.

Locality.

Distance,

English

miles.

Total length
lequiring
dredging.

Length

dredged in

1913.

Total length
of 35-foot
channel
dredged.

Length yet

to be

dredged.

Division 1 —

Miles.

45 28-63
36 19 75
20 18 32
5!) 15 54
Gii 814

Miles.

063
0 64

238

Miles.

1 77

1-24

12 56

Miles.
26-86

Division 2 —

Sorel to Batiscan

Division 3—

Lake St. Peter

Division 4 —

Batiscan to Quebec

1851

5 76

15-54

Division 5—
Quebec to Goose Cape (North channel)

0 25

075

7 39

Total

226

90 38

3 90

16 32

74 06

RIVER ST. LAWRENCE SHIP CHANNEL
SESSIONAL PAPER No. 21

101

Progress of the Dredging Operations at the Date of Writing, the Close of the Season

1913, 35-foot Project.

Locality.

Division 1 —

Longueuil shoal

Longue Pte. traverse

Longue Pte. curve

Pte. aux Trembles channel. .
lie Ste. Therese channel ....

Varennes curve

Cap St. Michel curve

Cap St. Michel to Vercheres.

Vercheres traverse

Vercheres to Contrecoeur. . . .

Contrecceur channel

Lanoraie to Sorel

Totals Division 1.

Division 2 —

Sorel to 1 le de Grace

Stone island

He aux Raisins

Port St. Francis

Three Rivers

Cap Madeleine to Becancour.

Becancour to Champlain

Champlain to Pte. Citrouille
Batture Perron

Totals Division 2.

Division 3 —
Lake St. Peter

Division 4 —
Batiscan to Cap Levrard
Cap Levrard channel. . . .
Cap a la Roche curve

Cap Charles channel

Grondines

Lotbiniere ,

Cap Sance

Ste. Croix

St. Augustin

Totals Division 4

Division 5—
Quebec to Goose cape (North channel).

Madame Reef shoal

West Sand and East Narrows shoals . .

Totals Division 5
Totals

Length of Dredging
in Miles.

Yet to be
done.

26 86

3 74
2 11

1-23

18 51

576

4-48
V27
206
204
0-83
047
151
147
141

15 54

284
4 55

Done.

0 55

1-22

1 77

124

12 56

Cubic Yards

yet to be

dredged.

Cubic Yards
dredged.

573,259
426,222
657,546

2,071,007
275,100
612,352
385,000

2,273,832
452,241
857,837

5,221,481
119,46d

332,425
1,764,225

13,927,343 [ 2,096,650

2,102,510
941,015
910,000
632,981
410,147
979,118
717,500

1,706,759
456,000

,856,030

3,287,806

075

16-32

2,386,168
781,666
1,836,859
1,077,416
513,332
321,480
655,561
798,518
826,207

9,197,207

2,585,132
8,448,341

11,033,473

46,301,859

818,200

7,478,248

5,119,700
5,119,700

15,512,798

102

MARINE AND FISHERIES

5 GEORGE V., A. 1915

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RIVER ST. LAWRENCE SHIP CHANNEL

103

SESSIONAL PAPER No. 21

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104

MARINE AND FISHERIES

5 GEORGE V., A. 1915
Classification of Disbursements for the

Vessels.

2).

Dredge Laval (No. 1).

Tug Vartnnes . . .
Dredge Lauricr (No

Tug CkamUy

Dredge Lady Aberdeen (No. 3)

Tug Emilia

Dredge Lady Minto (No. 4)

Tug Iberville

Dredge Lnfontaine (No. 5)

Tug Lac St. Pierre

Dredge Baldwin (No. 6)

Tug Lanoraie

Dredge J. Israel Tarte (No. 7)

Tug Lotbiniere

H Carrnelia

Dredge Beaujeu (No. 8)

Qalvestem (No. 9)

( Divided equally

Tug Jas. Hairdcnl between Nos.
I 8 and 9.
Dipper dredge (No. 10) ....

Tug Contre.coeur

Dipper dredge (No. 11)

Tug Portnevf

Elevator dredge (No. 12)

Tug Laviolctte

Elevator dredge (No. 13)

Tug La valtrie

Str. Dc Levis. .. /Divided equally ^

Tug Jessie Hinne\ to each Dredge.
Stone-lifter No. 3..
Stone-lifter No. 4..
Rock-cutter No. 1.. - Dred

Floating shop \ p

Construction for dredging fleet —

Construction No. 36, Completion ...

-39,

„ 43, .,

., 59, „

Improvements to Sorel ship-yard —

Boiler hop, new tools & machinery...

Machine n n n

New sheer legs, completion

Building No. 20, extention

.1 " 22, Platform for castings.. .
„ 28, Oil shed

Water Works

Wharf No. 4, extention

Gasoline launch for the yard ...

Steam B ox

One Compressor and cost of installa-
tion

Angle sheer and bending machine. . . .

Ship-yard general.

Water Levels Investigation re River
St. Lawrence Ship Channel

Stores and materials

Fuel.

Wages.

Divided equally
between Elev.

$ cts.

6,697 89
4,383 94
7,397 56
2,533 28
7,289 55
2,724 53
6,817 05
3,822 53

11,038 05
5,246 78
6,641 55
2,337 52

28,384 76
3,621 63
2,151 68

22,019 48

17,127 98

3,772 76

8,241 39

4,417 70

9,033 39

2,799 94

10,412 55

4,292 77

5,998 05

3,955 27

3,741 75

2,490 75

130 50

387 00

2,830 50

cts.

8,888 78
5,228 87
8,955 16
4,610 24
9,007 16
4,069 93
9,448 92
4.833 28
9,781 37
4,967 72
8,953 74
4,086 02
16,535 9S
5,423 37
2,348 91
15,814 77
13,733 22

5,247 58

9,304 78
5,314 14
8,714 It
4,363 02
9,7'il 35
4,819 51
4,682 64
3,829 96
6,071 72
2,297 36
1,550 11
2,415 85
4,526 71
1,002 23

Board.

cts.

Stores

and

Materials.

cts.

2,917 19
2,108 84
2.934 42
1,753 15
2,924 94
1,530 69
2,934 95
1,826 38
3,103 60
1,966 46
2,856 96
1,576 54
5,045 96
2,025 89
826 99
4,729 59
3,843 87

1,890 41

2,568 94

1,988 23

2,318 01

1,645 87

3,325 68

1,829 15

1,463 57

1,437 01

2,380 58

674 03

430 17

603 16

1,516 79

460 78

Repairs

and
Labour .

2,849 96
1,218 71
2,513 34

619 80
1,969 30
1.721 81
2,736 69

963 781
5,214 78!
2,029 98!
2,569 18

978 02
5,397 18

891 73

702 85
3,699 37
4,474 32

1,552 57

2,725 67

1,278 42

2,851 60

1,335 97

4,111 37

1,393 46

1,182 99

1,965 92

1,842 01

852 13

144 15

842 18

1,890 16

380 42

s cts.

13,653 35
2,171 89

17,711 00
5,607 37

14,392 55

3.481 02
10,624 94

4,521 85
18,449 24

1,936 22
18,508 51

1,419 45
35,368 87

2,233 50

2,431 83
30,696 80
28,153 08

5,535 12

13,032 42
2,530 10

11,821 91
2,789 44

12,298 48

1.482 02
6,786 15
1,693 41
6,868 08
6,284 63
2,643 19
2,205 12
2.177 15

638 89

Totals

202,740 08

210,588 56

69,438 80

64,S99 82

290,147 58

RIVER ST. LAWRENCE SHIP CHANNEL
SESSIONAL PAPER No. 21
Fiscal Year, ending March 31, 1914.

105

Expendi-
ture: ;New

Plant,

Re-building

Shipyard,

etc.

Proportion
of Gen-
eral and
Office Ex-
penses, etc.

Expenditure
for each
Vessel.

Floating
Shop, Rock-
crusher
and Stone
Lifter Ser-
vice, Eleva-
tor
Dredges.

j Inspection
Tug Towing,
Service. Sweeping,
etc.

Total Cost of
Operations

of each
Dredge and

Plant
duringFiscal

Year.

Total
Expenditure
on
Diffierent
Appropria-
tions.

$ cts.

2,399 26

1.035 74
2,707 97

1.036 53
2,438 76

927 16
2,231 72
1,094 38
3,261 44
1,106 67
2,709 24

712 61
6,218 49

972 95

579 97
5,274 55
4,611 72

1,233 55

2,458 62

1,06! 27

2,380 89

886 46

2,735 24

946 96

1,378 50

882 86

1,432 69

863 48

335 70

442 29

8-6 95

170 13

$ cts-
37,406 43

$ cts.
3,576 26

$ cts.
16,147 99

$ cts.
2,753 78

$ cts.
59,884 46

* cts..

16,147 99
42,219 45
16,160 37
38,022 26
14,455 14
34,794 27
17,062 20
50,848 48
17,253 83
42,239 18
11,110 16

3,576 26

16,160 37

2,753 78

64,709 86

3,576 26 14,455 14

2,753 78

58,807 44

3,576 27

17,062 20

2,753 78

58,186 52

3,576 27

17,253 83

2,753 78

74,432 36

3,576 27

11,110 16

2,753 78

59,679 39

96,951 24
15,169 07
9,042 23
82.234 56
71,947 19

19,231 99

38,331 82

24,211 30

2,753 79

123,916 33

"94. 604 35

84,316 97

9,616 00
9,615 99

2,753 79
1 2,753 79

16,592 86

2,753 79

57,678 47

16,592 86

37,119 96
13,820 70
42,644 67

14.763 87
21,491 90

13.764 43
22,336 83
13,462 38

5,233 82

6,895 60

13,828 26

2,652 45

13,820 70
" 14,763 87

2,753 79
2,753*79

53,694 45
63,738 60

3,576 27

•

3,576 27

13,764 43

2,753 79

41,586 39

895,235 59

3,101 37

1,032 00

1,512 20

20 83

5,666 40

3,213 19

75 21

10,970 83

6,710 45

359 74

4,667 96

445 83

7,160 14

4,473 81

119 89

6,862 64

5,270 66

265 60

50,595 95
16,956 44

5,465 26

57,420 75

895,235 59

56,262 35

28,610 13 194,574 84

35,799 21

895,235 59

973,919 64

106

MARINE AND FISHERIES

5 GEORGE V., A. 1915

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RIVER ST. LAWRENCE SHIP CHANNEL

107

SESSIONAL PAPER No. 21

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108 MAR1XE AND FISHERIES

5 GEORGE V., A. 1915
DREDGING FLEET.

The following is a description of the dredging plant, at the end of the season of
1913, owned and operated by the Department of Marine and Fisheries in connection
with the Kiver St. Lawrence ship channel between Montreal and Father Point : —

Dredges.

The elevator dredge "Laval" (No. 1). — Wooden hull; length over all, 150 feet;
breadth of beam, 30 feet; depth of hold, 14 feet; average draught, 11 feet; greatest
working depth, 42 feet; hull built in Ottawa, in 1894; steel buckets; working capa-
city per day in hard material, 1,000 to 2,000 cubic yards.

The elevator dredge "Laurier" (No. 2). — Wooden hull; length over all, 163 feet;
breadth of beam, 32 feet; depth of hold, 14 feet; average draught, 10 feet; greatest
working depth, 45 feet; built at Sorel shipyard in 1897; steel buckets; working capa-
city per day in hard material, 1,000 to 2,000 cubic yards.

The elevator dredge "Lady Aberdeen" (No. 3). — Steel hull; length over all, 148
feet; breadth of beam, 32 feet; depth of hold, 13 feet; average draught, 8-5 feet;
greatest working depth, 42-5 feet; built at Sorel shipyard in 1900; steel buckets;
greatest working capacity per day in hard material 1,000 to 2,000 cubic yards.

Elevator dredge "Lady Minto" (No. If.). — Steel hull; length over all, 148 feet;
breadth of beam, 32 feet; depth of hold, 13 feet; average draught, 8-5 feet; greatest
working depth, 42-5 feet; built at Sorel shipyard in 1900; steel buckets; working capa-
city per day in hard material, 1,000 to 2,000 cubic yards. .

The elevator dredge " Lafontaine" (No. 5). — Wooden hull; length over all, 168
feet ; breadth of beam, 32 feet ; depth of hold, 14 feet ; average draught, 9 feet ; greatest
working depth, 45 feet; built at Sorel shipyard in 1901; steel buckets; working capa-
city per day in hard material, 1,000 to 2,000 cubic yards.

The elevator dredge "Baldwin" (No. 6). — Wooden hull; length over all, 165
feet ; breadth of beam, 34 feet ; depth of hold, 14 feet ; average draught, 8 feet ; greatest
working depth, 42 feet ; built at Sorel shipyard in 1902 ; 1 cubic yard buckets strength-
ened for fairly hard material; working capacity per day in medium material 2,500
to 3,500 cubic yards.

The hydraulic dredge "J. Israel Tarte" (No. 7). — Steel hull; length over all,
160 feet; breadth of beam, 42 feet; depth of hold, 12 • 5 feet; average draught, 6 feet;
length of suction pipe, 80 feet; greatest working depth, 47 feet; built at Poison Iron
Works, Toronto, 1902; working capacity per day in soft material, 12,000 to 20,000
cubic yards.

Discharge pipe and pontoons of dredge "J. Israel Tarte" (No. 7). — Twenty-
seven lengths of pipe, 36 inches diameter by 100 feet long; one length of pipe 36 inches
diameter by 35 feet long ; twenty-seven pairs of pontoons for floating pipes, 42 inches
diameter by 90 feet long.

Scow No. %k> pontoon anchor scow for dredge (No. 7). — Wooden hull; length
over all, 63 feet; breadth of beam, 27 feet; depth of hold, 8 feet; built at Sorel ship-
yard in 1909.

Scow No. 27, for dredge "J. Israel Tarte" (No. 7). — Wooden hull; length over
all, 60 feet; breadth of beam, 18 feet; depth of hold, 6 feet; built at Sorel shipyard
in 1902.

RIVER ST. LAWRENCE SHIP CHANNEL 109

SESSIONAL PAPER No. 21

The seagoing suction hopper dredge " ' Beanjeu" (No. 8).— Steel hull; twin
screw; length between perpendiculars, 264 feet; breadth of beam, 45 feet; depth of
hold, 20 feet; capacity of hoppers, 2,000 cubi0 yards in 45 minutes; greatest working
depth, 65 feet; draught when loaded, 15 feet; ordinary speed, 9 statute miles; built
in Sorel shipyard in 1907.

The suction hopper dredge "Galveston" (No. 9).— Steel hull, twin screw;
length over all, 233 feet; breadth of beam, 39 feet; depth of hold, 15-5 feet; draught
when loaded with 1,800 tons, 14 feet 9 inches aft, and 13 feet 1 inch forward; great-
est working depth, 55* feet; built in Germany, 1904; two suction pumps, Dutch type,
8-5 feet outside diameter, working capacity, 1,350 cubic yards in 45 minutes; hopper
capacity, 1,500 cubic yards.

The dipper dredge "No. 10."— Steel hull; length moulded, 132-5 feet; breadth
moulded, 42 feet; depth at bow, 11-5 feet; depth at stern, 9-7 feet; length of spuds,
74 feet; bucket capacity, one 11-yard for soft material, one 9-yard for hard material;
capable of dredging to 50 feet; built at Sorel shipyard in 1910.

The dipper dredge "No. 11" — Steel hull; length over all, 132-5 feet; breadth
moulded, 42 feet; depth at bow, 11-8 feet; depth at stern, 13-5 feet; length of spuds,
74 feet; bucket capacity, one 11-yard for soft material, one 9-yard for hard material;
capable of dredging to 50 feet; built at Sorel shipyard in 1911.

The Elevator dredge "No. 12"— Steel hull; length over all, 180 feet; breadth
of beam, 40 feet; depth of hold, 12-8 feet; average draught, 9 feet; greatest working
depth, 52 feet; built at Sorel shipyard in 1912; steel buckets; working capacity per
day in hard material, 2,000 to 4,000 cubic yards.

The Elevator dredg'e "No. 13."— .Steel hull; length over all, 180 feet; breadth
of beam, 40 feet; depth of hold, 12-8 feet; average draught, 9 feet; greatest working
depth, 52 feet; built at Sorel shipyard in 1913; steel buckets; working capacity per
day in hard material, 2,000 to 4,000 cubic yards.

Tugs.

The ice-breaking and emergency tug "Lady Grey."' — Steel hull; twin screw;
length between perpendiculars, 172 feet; length over all, 183 feet 6 inches; breadth
moulded, 32 feet; breadth extreme, 32 feet 3 inches; depth moulded, 18 feet; draught
mean to bottom of flat plate keel (normal), 12 feet; draught when icebreaking, about
13 feet; displacement in tons at 12 feet draught, 1,070; mean speed, at 12 feet
draught, on six runs over measured mile base, 14 knots; built by Vickers, Sons &
Maxim, Ltd., Barrow-in-Furness, England, 1906.

The tug " Belle chasse." — Steel hull; twin screw; length between perpendiculars,
130 feet; breadth moulded, 27 feet; draught aft, 10 feet 3 inches; draught forward,
8 feet 9 inches; indicated horse-power, 1,000; built by the Kingston Shipbuilding
Company, Kingston, Ont., in 1913.

The tug " Front enac." — Composite hull; twin screw; length over all, 113 feet;
breadth of beam, 23 feet; depth of hold, 10 feet; average draught, 9 feet; built at
Sorel shipyard in 1902.

The tug "Be Levis." — Wooden hull; twin screw; length over all, 104 feet;
breadth of beam, 20 feet*, depth of hold, 10 feet; average draught, 8 feet; built at Sorel
shipyard in 1902.

The tug "James Howden." — "Wooden hull; twin screw; length over all, 100 feet;
breadth of beam, 21 feet; depth of hold, 10 feet; average draught, 7-5 feet; built at
Sorel shipyard in 1903.

110 MARINE AND FISHERIES

5 GEORGE V., A. 1915

The tug "Iberville." — Steel hull; single screw; length over all, 90 feet; breadth
of beam, 18 feet; depth of hold, 12 feet; average draught, 10 feet; built at Sorel ship-
yard in 1897.

The tug "Lac St. Pierre" — Wooden hull; twin screw; length over all, 100 feet;
breadth of beam, 21 feet; depth of hold, 10 feet; average draught, 7-6 feet; built at
Sorel shipyard in 1901.

The tug "Portneuf." — Wooden hull; single screw; length over all, 85 feet;
breadth of beam, 17-3 feet; depth of hold, 9-8 feet; average draught, 8 feet; "built at
Sorel shipyard in 1905.

The tug " Chambly." — Wooden hull; single screw; length over all, 84 feet;
breadth of beam, 18 feet; depth of hold, 9-5 feet; average draught, 9 feet; built at
Sorel shipyard in 1893.

The tug "Emilia." — Wooden hull; single screw; length over all, 84 feet; breadth
of beam, 17 feet; depth of hold, 9 feet; average draught, 8 feet; built at Sorel ship-
yard in 1898.

The tug " Lanoraie." — Wooden hull; single screw;' length over all, 84 feet;
breadth of beam, 17 feet.; depth of hold, 9 feet; average draught, 8 feet; built at Sorel
shipyard in 1901.

The tug "Jessie Hume." — Wooden hull; single serewT; length over all, 72 feet;
breadth of beam, 17-2 feet; depth of hold, 10 feet; average draught, 8-5 feet; built at
St. Catherines, Ont., in 1876.

The tug " Lotbiniere." — Wooden hull; twin screw; length over all, 80 feet;
breadth of beam, 23 feet ; depth of hold, 8 feet ; average draught, 7 feet ; built at Sorel
shipyard in 1903.

The tug " Carmelia.'1 — Wooden hull; single scjrew; length over all, 84 feet;
breadth of beam, 17 feet; depth of hold, 9 feet; average draught, 8 feet; purchased in
1904.

The tug "Contrecoeur." — Wooden hull; twin screw; length over all, 90 feet;
breadth of beam, 22-7 feet; depth of hold, 9 feet; average draught, 7 feet; built at
Sorel shipyard in 1910.

The tug " VarennesP — Wooden hull; twin screw; length over all, 96 feet; breadth
of beam, 22 feet; depth of hold, 9 feet; average draught, 7 feet; built at Sorel ship-
yard in 1911.

The tug " Laviolette." — Steel hull; twin screw; length over all, 92 feet; breadth
of beam, 22 feet; depth of hold, 9-3 feet; average draught, 7 feet; built at Sorel ship-
yard in 1912.

The tug " Lavaltrie." — Steel hull; twTin screw; length over all, 92 feet; breadth
moulded, 22 feet; depth moulded, 10 feet; average draught, 6 feet 6 inches; built at
Sorel shipyard in 1913.

Coal barges, etc.

Coal barge "No. 1." — Wooden hull; length over all, 120 feet; breadth of beam,

24 feet; depth of hold, 10 feet; built in Sorel shipyard in 1898.

Coal barge "No. $/' — Wooden hull; length over all, 125 feet; breadth of beam,

25 feet ; depth of hold, 11 feet ; built at Sorel shipyard in 1900.

RIVER ST. LAWRENCE SHIP CHANNEL 111

SESSIONAL PAPER No. 21

Coal barge "No. 3." — Wooden hull; length over all, 98 feet; breadth of beam,
28 feet; depth of hold, 12 feet; built at Sorel shipyard in 1902.

Coal barge "No. %" — Wooden hull; length over all, 98 feet; breadth of beam,
28 feet; depth of hold, 12 feet; built at Sorel shipyard in 1903.

Coal barge "No. 5." — Steel hull; length over all, 127 feet; breadth of beam, 32
feet; depth of hold, 10 feet; built at Sorel shipyard in 1911.

Stone-lifter "No. 3." — Wooden hull; length over all, 108 feet; breadth of beam,
34 feet; depth of hold, 14 feet; built at Sorel shipyard in 1903.

Stone-lifter "No. k"— Steel hull; length over all, 100 feet; breadth of beam, 32
feet; depth of hold, 12 feet; built at Sorel shipyard in 1910.

Roclc cutter "No. l."[ — Steel hull; length over all, 100 feet; breadth of beam,
36 feet; depth of hold, 9-3 feet; weight of ram, 20 tons; hull and machinery built
by the Lobnitz & Co., Renfrew, Scotland, and re-erected at Sorel shipyard in 1912.

The Self-propelling Hopper ba,rge "No. 1." — Steel hull; single screw; length
between perpendiculars, 180 feet; breadth moulded, -32 feet; depth moulded, 14 feet
6 inches ; average draught, 12 feet ; (deadweight on above draught, 785 tons ; indicated
horse-power, 500; net capacity of hopper, 530 cubic yards; built by Messrs. Geo. T.
Davie & Sons, Levis, Que., in 1913.

Sounding scow "No. 1." — Wooden hull; length over all, 60 feet; breadth of
beam, 25 feet; depth of hold, 6 feet; built at Sorel shipyard in 1898.

Sounding scow " N~o. 2." — Wooden hull; length over all, 75 feet; breadth of
beam, 38 feet; depth of hold, 5 feet; transferred from Prescott agency in 1909,
remodelled and improved in Sorel shipyard.

Sounding scow "No. 3." — Wooden hull; length over all, 76 feet; breadth of
beam, 32 feet; depth moulded, 7 feet 4£ inches; built at Sorel shipyard in 1913.

Floating shop. — Wooden hull; length over all, 90-3 feet; breadth of beam, 25
feet; depth of hold, 9 feet; one forge; one scraper; one emery wheel; one drill; one
lathe; one 6-horsepower Foss gasoline engine; living quarters for four men; built at
Sorel shipyard in 1908.

Scow "No. 28." — Winch scow used for fleet in general; length over all, 60 feet;
breadth of beam, 18 feet; depth of hold, 7 feet; built at Sorel shipyard in 1908.

Scow "No. 21." — Winch scow used for fleet in general; length over all, 40 feet;
breadth of beam, 20 feet; depth of hold, 6 feet; built at Sorel shipyard in 1908.

Hopper Dumping Scows with Hydraulic Power for Closing Gates.

No. 1 and No. 2. — Wooden hulls ; with hydraulic power for closing gates ; length
over all, 97 feet; breadth of beam, 24-5 feet; depth of hold, 9 feet; capacity, 200 cubic
yards; built at Sorel shipyard, 1897.

No. 3 and No. Jf.. — Wooden hulls ; with hydraulic power for closing gates ; length
over all, 90 feet; breadth of beam, 18 feet; depth of hold, 7 feet; capacity, 150 cubic
yards; built at Sorel shipyard in 1898.

No. 5, No. 6, No. 7, and No. 8. — Wooden hulls ; with hydraulic power for closing
gates; length over all, 97 feet; breadth of beam, 24 feet; depth of hold, 9 feet; capa-
city, 200 cubic yards; built at Sorel shipyard in 1899 and 1901.

112 MARINE AND FISHERIES

5 GEORGE V., A. 1915

No. 9, No. 10, No. 11, No. 12, and No. 13.— Wooden hulls; with hydraulic power
for closing gates; length over all, 98 feet; breadth of beam, 24 feet; depth of hold, 9-5
feet; capacity, 300 cubic yards; built at Sorel shipyard, two in 1901 and three in 1902.

No. Ik, and No. 15. — Wooden hulls; with hydraulic power for closing gates; length
over all, 97 feet; breadth of beam, 24-5 feet; depth of hold, 9 feet; capacity, 300 cubic
yards, built at Sorel shipyard in 1904 and 1905.

No. 16, and No. 17. — Wooden hulls; with hydraulic power for closing gates; length
over all, 93 feet; breadth. of beam, 24-5 feet; depth of hold, 8 feet; capacity, 250 cubic
yards ; built at Sorel shipyard in 1909.

No. 18, and No. 19. — Wooden hulls ; with hydraulic power for closing gates ; length
over all, 93 feet; breadth of beam, 24-5 feet; depth of hold, 8 feet; capacity, 250 cubic
yards; built at Sorel shipyard in 1911.

Two dumping scows. — Wooden hulls; with hydraulic power for closing gates;
length over all, 93 feet; breadth of beam, 26-5 feet; depth of hold, 8-5 feet; capacity
250 cubic yards ; built at Sorel shipyard in 1912.

No. 22, and No. 23. — Wooden hulls ; with hydraulic power for closing gates ; length
over all, 93 feet; breadth of beam, 26-5 feet; depth of hold, 8-5 feet; capacity, 200
cubic yards ; built at Sorel shipyard in 1913.

No. 25, and No. 26. — Steel hulls; with hydraulic power for closing gates; length
over all, 100 feet; breadth of beam, 29 feet; depth moulded, 9 feet 3 inches; capacity,
235 cubic yards ; built at Sorel shipyard in 1913.

Sand scow. — Steel hull; with hydraulic power for closing gates; length over all,
106-5 feet; breadth of beam, 21 feet; depth of hold, 10 feet; capacity, 200 cubic yards;
built at Sorel shipyard in 1912.

Derrick scow. — Used at Sorel shipyard in connection with construction and repairs
to dredging fleet; length over all, 40 feet; breadth of beam, 20 feet; depth of hold, 5
feet; equipped with a derrick of 5-tons lifting capacity.

SOREL SHIPYARD 113

SESSIONAL PAPER No. 21

APPENDIX No. 4.
SOKEL SHIPYARD.

A. Johnston, Esq.,

Deputy Minister, Marine and Fisheries,
Ottawa.

Sorel, April 30, 1914.

Sir,— I have the honour to submit the following report on work done at the Sorel
shipyard during the year ending March 31, 1914.

At the beginning of the fiscal year, all vessels were outfitted, overhauled, and
made ready for the season's operations. In April the crews were taken on and all
the necessary supplies were put on board.

The Richelieu river was clear of ice on the 28th March, and the St. Lawrence
on the 12th April. The first dredges left Sorel on April 22, to be placed at work in
the ship channel.

During the season, all the vessels of the dredging fleet were maintained in good
order, and had the necessary operating repairs.

The principal repairs to the ship-channel vessels during the fiscal year were the
following : —

DREDGES.

Dredge No. 1. — Had operating repairs during the season. .

Nos. 2, S, Jj. and 5. — Winter repairs to deck, hull, windlass, and overhauling
of machinery.

Dredge No. 6. — Had operating repairs during summer.

Winter repairs. — The hull, deck and windlass were put in good order. Machin-
ery was overhauled and repaired. A new shoot pump, 8 by 6 cylinders and 12-inch
stroke (duplex pattern) was installed on board.

Dredge No. 7. — This vessel had ordinary repairs during summer. Casting at
end of cutter head was repaired. The twelve furnaces on the four boilers were welded
by electricity, and made tight.

The dredge was brought to Sorel for these repairs, and during her stay here few
other repairs and alterations were made.

Winter repairs. — The fenders of hull were partly renewed; cotton duck awnings
installed to replace wooden panels, .two new funnels were made and installed to
replace old ones and the discharge pipe outside of hull was renewed. Alterations
were also made to Howden's forced-draught apparatus, and repairs to deck-houses
and general overhauling* of machinery. Twenty-four pontoons were hauled out to
renew doubling plates which were cleaned and painted.

Dredge No. 8. — Summer repairs : This vessel operating below Quebec, the repairs
during the season were made there. Few replace pieces were sent from the ship-
yard to be installed on board.

Winter repairs. — The inside of boat between frames opposite hoppers was all
cleaned by the sand-blast process. Old fenders were partly repaired and new ones
fitted between angles all around the hull. The centrifugal pump which was worn
out, was saved by adding doubling plates inside and all welded with our electric
welding plant.

21—8

114 MARINE AND FISHERIES ■

5 GEORGE V., A. 1915

A new cutter-head was placed on the suction frame. The discharge pipe of the
centrifugal pump was altered and made to discharge overboard in scows.- A new
companion-way was made in, fireman's quarters and one in crew's quarters. All
engines, winches, and boilers were overhauled and worn parts renewed.

Dredge No. 9. — Summer repairs were general operating repairs made during
the season.

Winter repairs. — The compartment opposite hoppers was cleaned with sand-blast,
and painted. The fenders were put in good order, the deck over forecastle was
strengthened and caulked.

A new dynamo was installed to replace old one which was too small and out of
order. This change necessitated heavy alterations to the electric wiring of the
vessel. •

Three 30-inch gate-valves were made for the discharge pipe of the centrifugal
pump and the pipe was renewed.

Main engine high-pressure cylinders were taken to the machine shop to repair
seats and valves. Boilers were repaired and the right hand furnace -of starboard
boiler was welded by electricity, a new funnel with casing was made and installed
on board and the winches were overhauled and repaired.

Dredge No. 10.— This dredge had ordinary repairs during summer, mostly on
buckets.

Winter repairs. — An iron casing- around funnel was placed to protect the deck-
houses against fire. Light repairs were made to deck-houses and fenders. A new
dipper arm, 50 feet long, was made and installed, so that the vessel could dig in
shallow water — that is, about 16 feet depth. Main hoisting drum frictions were
lined with maple wood, and other minor repairs were made to machinery.

Dredge No. 11. — This dredge had ordinary operating repairs, mostly on buckets.

Winter repairs. — General overhauling of machinery and repairs to hull, dipper
arm and buckets were made.

On this dredge and on No. 10 we tried to keep the anchor spuds in place for
wintering, instead of unshipping them and a very good success was obtained.

Dredge No. 12. — This is a new steel vessel which was placed in commission for
about one year, and did not require any summer repairs.

Winter repairs. — General overhauling of machinery and repairs to fenders were
made.

Dredge No. IS. — This is also a new steel dredge which was placed in commission
during summer. Very light repairs were required. Had general overhauling of
machinery during winter.

Dredges Nos. 1 to 6, 12 and 13.— Those dredges had all their steel buckets repaired
or renewed, and links rebushed. The buckets required, including spare ones for next
season, number about 500.

REPAIRS TO DOMINION STEAMERS.

Steamer "Lady Grey." — At the beginning of the season, the bulwark, which was
bent by the ice the previous winter, was straightened up and put in good order.

The two masts for wireless service were lengthened, main and auxiliary engines
overhauled. The vessel was painted inside and outside and the upper deck repaired
and caulked.

SOREL SHIPYARD 11 5

SESSIONAL PAPER No. 21

Steamer " Frontenac." — This ship had only ordinary repairs to machinery during
summer. The 5 by 5 inch windlass was changed for a 6 by 5 inch of the same make.
A new steel rudder was made to replace the old wooden one. The engine, boiler, and
deck-houses were repaired and put in good order.

Steamer " Belle ch ass e." — Electricians were sent a couple of times to Quebec to
^„ir the electric wiring and turbo generator of this vessel.

Winter repairs. — A water tight door, a refrigerator and a gasoline launch were
ipplied, besides a good overhauling and repairs to both dynamos.

repair

TUGS.

Tug " Carmelia." — This vessel was hauled out on the slipway on 29th August,
1913, to have her tail shaft repaired.

Winter repairs. — General overhauling of engine, boiler and smoke box was made.

Tug " Chambly" — The tug had no summer repairs.

Winter repairs. — Consisted of extra heavy repairs and alteration to boiler; water
pan removed, and about 100 boiler tubes renewed.

Was hauled out for winter to repair hull, renew stern tubes and propeller. Deck-
houses were lengthened about 7 feet to put cooks' room on main deck. The hull was
scraped and painted, and part of old deck-houses rebuilt. Old windlass of C. G. S.
Frontenac was installed on board.

Tug " Contrecoeur." — This boat was hauled on July 31, to have her rudder
repaired, was hauled out again on November 25, to put on a new propeller. The hull
was scraped and painted. On December 1, she was hauled on the slipway again for
renewing lignum vitce bushes, and caulking of hull.

Ordinary winter repairs were made to engines and boiler, also to woodwork.

Tug "Be Levis." — The Be Levis had no repairs during summer, was hauled out
on September 29, to repair the rudder and have some caulking done to the hull, was
hauled out again on December 6, to repair outside planking under the water line.

Hull repairs. — A steel rudder was made to replace old wooden one.

Tug " Emilia." — Summer repairs : She was hauled out on the ways on August 12,
to caulk her hull, which was also scraped and painted.

Winter repairs. — She had heavy repairs on boilers, water pan was removed and
sixty-six boiler tubes renewed, and deck-houses partly rebuilt.

Tug " Jessie Hume." — This tug had ordinary repairs during summer, and general
overhauling of machinery, during winter.

Tug "James Hoivden." — This vessel was operating below Quebec during summer,
with dredges Beaujeu and Galveston, and repairs were made there. Replace parts-
were ordered and shipped direct from shipyard.

Winter repairs. — General repairs to wood work and hull were made.

Tug "Iberville." — Summer repairs: She was hauled out on 27th August, to
renew her propeller, scraping and painting her hull.

Winter repairs. — Heavy repairs to boilers were made, several tubes removed to
£lean inside of boiler, and combings of deck-houses renewed. The inside of hull was
scraped and painted, deck caulked and general overhauling of engines made.

Tug "Lac St. Pierre." — This tug had light repairs during summer, hauled out
on November 18, to renew lignum vitas bushes; steel sheeting of hull repaired; hull
scraped and painted.

During winter she had ordinary repairs and overhauling to hull and machinery.

21—8*

116 MARINE AND FISHERIES

5 GEORGE V., A. 1915

Tug ' Laviolette," — This is a new boat, and had practically no repairs during
summer, but a general overhauling during winter.

Tug " Lanoraie." — Was hauled out on the 11th September, to renew propellers.
The hull was caulked, scraped, and painted, and few other light repairs made to
machinery during summer.

Winter repairs. — Overhauling of machinery, etc.

Tug " Lavaltrie." — This being a new vessel, no repairs were required during
summer and very light during winter.

Tug " Lotbiniere." — Was hauled out on the 25th September, to replace her
rudder, scrape and paint the hull.

Tug " Portneuf." — Light repairs were made during season and was hauled out on
the 21st August to renew lignum vitas bushes of tail shaft. The hull was scraped and
painted. She was again placed on slip-way on 13th September to repair her rudder.

Tug " Yarennes." ■ — This vessel had very light operating repairs and general
overhauling of machinery during the winter.

'Rock Cutter and Stonelifters.

Rock cutter. — Had no operating repairs except general overhauling of machinery
during winter.

Stone lifters Nos. 2} 3 and J^. During winter these vessels had ordinary repairs
to machinery.

SOUNDING SCOWS.

Sounding scow No. 1. — Had light repairs.

Sounding scow No. 2. — Was hauled out on June 17, on January 28 and 4th
December for caulking. This boat is old and temporary repairs only were made so as
to keep her in commission.

Sounding scow No. 8. — Was hauled out on July 25 for repairs to rudder.

DUMPING SCOWS.

Fourteen dumping scows were hauled out for repairs during the season. The
winch scow of dredge No. 7 was also taken up for winter, to have her bottom
repaired and caulked.

Dumping scow No. 2. — Was rebuilt from water line up and had new hoppers
and do'ors.

COAL BARGES.

Coal barge No. 1. — Was hauled out on September 29, to have rudder repaired
«nd hull caulked.

Winter repairs. — The hatches were widened, had two masts replaced by a single
one and combing of deck-houses renewed. During winter she had general repairs to
hull, deck-houses and winches.

Coal barge No. 2. — Summer repairs : The barge was hauled out on September 23,
to repair and caulk the hull. Hatches were widened, alterations made to masts and
extension to deck-house.

SOREL SHIPYARD 117

SESSIONAL PAPER No. 21

Coal barge No. 3. — Had no repairs during summer. Ordinary overhauling- to
hull and winches was made during winter.

Coal large No. Jf. — General repairs to hull and winches were made and widen-
ing of hatches.

Coal barge No. 5. — Had repairs to fenders, windlass, steering gear and general
overhauling during winter.

Shipyard launches were repaired and put in good order.

All the above-mentioned vessels were painted, as usual, early in spring.

Tug " 0. Paul." — Was hauled out on June 13, but repairs were made by the
proprietor of the boat.

Lightship No. 11 (Quebec Agency). — Was taken to Sorel during the summer.
The machinery was dismounted and shipped to Prescott and the boat kept there for
wintering.

Gauge houses {river St. Lawrence ship channel). — Six gauge houses were
erected and installed on the St. Lawrence by our men, under the supervision of Mr.
Price, from Ottawa, and all necessary supplies in connection with them taken from
the shipyard. ; \afc \

REPAIRS TO VESSELS OF CONSTRUCTION AND MAINTENANCE OF LIGHTS BRANCH, DEPARTMENT

MARINE AND FISHERIES.

Sieamer "Bollard." — This vessel was built at Collingwood and put in commis-
sion during summer, and was sent to Sorel to have her main hoisting-winch for
handling buoys installed. All the wooden decks had to be recaulkei. The hoisting
arrangements of the derrick and buoy lifting-gear had to be altered. The boat was
partly repainted and varnished.

A complete set of manila rope fenders was prepared and installed on board. A
good many other alterations and new work had to be done during the time the boat
remained here, about three weeks. When the vessel went to work, it was found that her
rudder was too small, and the steering gear not powerful enough to handle the boat.
At the end of the season, after picking up the buoys, the Bollard took her winter quar-
ters at the shipyard, where numerous alterations were made.

The forecastle deck was sheeted with i-inch wood. The main engine overhauled,
boilers caulked, light repairs to deck-houses made, the rudder enlarged, and the steer-
ing gear replaced by a stronger one.

The steel platform inside of engine room was extended and widened to make room
for the hand pump.

Steamer " Vercheres" — She was hauled out on the ways on 6th September, to
have her hull caulked. Light repairs were made to different parts of the boat.

Steamer " Shamrock" — Was hauled out on 15th October, to repair and caulk her
hull under water line, and had light repairs during summer.

Winter repairs. — Consisted of general overhauling of machinery, winches, winl-
lass and hull.

Tug " Maisonneuve" — Was sold to a private firm in Ontario. On the 22nd April,
the boat was hauled out to repair the hull under water line, so as to make her se .-
worthy for a trip to the Great lakes.

118 marine and fisheries

5 george v., a. 1915

Steamer " Ho&anna."— This vessel bad no repairs during summer, and winter
repairs consisted of heavy repairs to hull above water line, the partly rebuilt bul-
wark rail renewed, the cotton duck of upper deck repaired and overhauling of boiler
find engine.

Scow " Adelard/'—WeiS hauled out on November 5, and steel sheeting placed on
bow and sides of hull at the water line.

CONSTRUCTION OF LIGHTS BRANCH.

A good deal of work was done for this department, preparing supplies and repair-
ing their machinery, such as winches, concrete mixer, etc.

Barge " Acetylene. "—During summer, all necessary equipment was supplied to
this vessel for the maintenance of buoys, such as chains, slings, buoy irons, fittings,

tC" Winter repairs.— Railings, hause pipe, fenders, derrick were put in good order,
and a coat of paint put on inside and outside of boat.

REPAIRS TO VESSELS OF THE DEPARTMENT OF PUBLIC WORKS.

Dredge " W 8 Fielding:'— During the year one cast steel bucket was shipped to
St John N.B., for this vessel, one cast-steel bucket roller, and cast-steel p ate rollers,
one cast'steel shell for lower tumbler were supplied, five cast-steel shoes for upper
tumbler, and five steel bushes for lower tumbler were ordered and supplied.

Bridge " Richeliew."-md repairs to crane, to swinging table and dipper, etc.,

3' Dredge " Challenge/'-^V** anchors were placed on this vessel, her machinery
overhauled and a shaft repaired.

Dredae "St Louis/ '-Repairs were made to swinging-table levers. Renewal
narts were prepared here and other light repairs to the machinery. The pump was
put in ^ood order, machinery and hull had light repairs.

Dredae No flW.— This boat came to the shipyard to be rigged up after its com-
pletion.. A crane anchor, spuds, dipper-arms and dipper were installed and a few
alterations made to the machinery.

The "Mina G."— Had light repairs to engine.

The "Maggie K.»— The engine of this tug was repaired.

Dredge No. S.-The dumping lever "A" frame and dipper door of this vessel

were repaired.

Tug " Deslisler—W&s hauled out on the 25th August, to have hull caulked.

Tug "Daisy."— Was hauled on the ways on 28th July to repair tail shaft and
have hull caulked and fitted to propellor wheel.

Tua " Alva "—Was hauled out on the 11th June to repair rudder and caulk hull,
and tighten stern bearing. Was hauled again on the ways on the 25th September to
repair tail shaft.

NEW CONSTRUCTIONS.

Work was continued on construction No. M- a twin screw steel tug of the fol-
lowing dimensions :— .... 84 ft. 6 in.
Length, B.P '.'.'. '.'.'.'.'.'. 92 ft. 0 in.

O.A.

22 ft. 0 in.

Breadth, moulded 10 ft. 0 u

Depth, moulded 6 ft 6 in

Mean draught on trial 350

Indicated horse-power on trial

SOREL SHIPYARD 119

SESSIONAL PAPER No. 21

The vessel was completed, and after a successful trial trip on June 3, 1913. was
at once put into commission. The mean speed on trial was 11*32 miles.

The machinery consists of twin-screw compound jet condensing engines having
cylinders 11 inches and 22 inches diameter by 18-inch stroke, supplied with steam
from a Scotch boiler 12 feet diameter by 10 feet long, with a working pressure of
150 pounds. The vessel was named Lavaltrie.

Construction No. 37 was completed. — This vessel is a steel non-propelling elevator
dredge of the following dimensions: —

Length, O.A 180 ft. 0 in.

Breadth, moulded 40 ft. 0 in.

Depth, moulded 14 ft. 0 in.

Draught loaded 9 ft. 0 in.

The dredging machinery is a compound jet condensing engine built by Fleming
and Ferguson, Paisley, Scotland, having cylinders 17-inch and 31-inch by 36-inch
stroke, supplied with steam from two Scotch boilers 12 feet diameter by 10 feet long,
with a working pressure of 130 pounds. The machinery developed 450 indicated
horse-power. The buckets are forty-three in number of 16 cubic feet capacity. The
dredging speed is sixteen buckets per minute. The dredge was completed in August
and at once started working, everything working satisfactorily until laying up for
the winter. This vessel is named Dredge No. IS.

Construction No. 39. A wooden scow 76 feet by 32 feet by 7 feet 4i inches, was
completed in June, 1913. She is fitted with testing-bar and winch, and is used for
testing the channel.

Construction No. 1+3 is two wooden dump scows Nos. 22 and 23, having a capa-
city of 200 yards and fitted with hydraulic machinery for the hopper doors. The
dimensions are 93 feet by 26 feet 6 inches by 8 feet 61 inches. They were finished in
July, 1913.

Construction No. 1+1+ is a steel stone lifter (Stone lifter No. 5) fitted with steam
winch and stone grips capable of lighting stones up to 60 tons in weight. She was
completed in September, but was not put in commission. The dimensions are 100
feet by 36 feet by 9 feet 10 inches.

Constructions Nos. 1+5 and 1+6 are two new tugs of the following dimensions : —

Length, B.P 93 ft. 0 in.

O.A. ' 100 ft. 0 in.

Breadth, moulded 22 ft. 6 in.

Depth, moulded 10 ft. 0 in.

Draught mean 7 ft. 0 in.

Indicated horse-power 450

The machinery consists of twin-screw compound jet condensing engines having
cylinders 12-inch and 24-inch diameter by 18-inch stroke supplied by steam from a
Scotch boiler 13 feet 6 inches diameter by 10 feet 6 inches long, with a working
pressure of 130 pounds. The engines in No. 1+5 were built by Pontbriand Company,
Limited, of Sorel; those for No. 1+6 are being built in the shipyard. The boilers
were purchased in Levis. These tugs are completed as far as the hulls are
concerned; and as soon as the shafting and propellors are installed, in the spring,
they will be launched, probably in the month of May, 1914. These tugs are having
fire pumps installed of a capacity of 1,200 gallons per minute.

Constructions No. l+¥ to 50 are four steel dumping scows of the following
-dimensions : —

Length 140 ft. 0 in.

Breadth, moulded 30 ft. 0 in.

Depth, moulded • H ft. 9 in.

Capacity 450 cubic yards.

These scows are practically completed and will be launched during the month
of May, 1914.

120 MARINE A\ D FISHERIES

5 GEORGE V., A. 1915

Constructions Nos. 51 and 52 are two steel dumping scows (Nos. 25 and 26) of
the following- dimensions: —

Length 100 ft. 0 in.

Breadth, moulded 29 ft. 0 in.

Depth, moulded 9 ft. 3 in.

Capacity 235 cubic yards.

Tliey were launched in July and August, 1913. They are the first steel dumping
scows used in the sliip channel, and have proved very satisfactory.

Construction No. 53 is a gasoline launch, (Margol) built of wood for general
shipyard use, of the following dimensions :~

Length 30 ft. 0 in.

Breadth, moulded 7 ft. 0 in.

Depth, moulded 3 ft. 6 in.

Draught of water, mean 2 ft. 3 in.

She is fitted with a " Standard " heavy duty engine of 25 horse-power, and has
a speed of 11|- miles. She was launched in August, 1913.

Construction No. 51+ is a twin-screw steel, wood sheathed, fisheries patrol steamer
for lake Winnipeg, of the following dimensions: —

Length, B.P 151 ft. 0 in.

O. A 1 GO ft. (5 in.

Breadth, moulded 26 ft. G in.

Depth, moulded 13 ft. 6 in.

Draught 7 ft. G in.

Indicated horse-power 900

The vessel was ordered in May, 1913, and the steel was ordered on June 11, but
delivery was not completed of the steel until December. On July 2 work on drawings
was stopped, and amended design prepared by order of the deputy minister. This
was submitted on July 14, and it was decided to proceed on the original design. On
August 18 the line drawing was submitted, and after some discussion an amended
line drawing, with an altered general arrangement, was submitted on September 1,
work being suspended pending a decision on the alterations. On October 16 orders
were received to proceed with the vessel, making her 11 feet longer. The new design
was approved on October 29, and work commenced in the mould-loft on November 17.
The steel work was commenced on December 23, and the keel was laid on January
23, 1914. The whole of the steel work, amidships, is finished, and as soon as the cast-
steel 'stem and stern posts are received, the balance of the work will be completed.
This should be by the end of May, 1914. The vessel has then to be marked, taken
down, and shipped to Selkirk, Man., where it will be re-erected, launched and com-
pleted by men sent from the shipyard. Most of the auxiliaries and fittings have been
ordered and the engines which are twin-screw, triple expansion jet condensing engines,
having cylinders 11-inch, 18-inch and 30-inch diameter by 20-inch stroke, supplied
with steam from two Scotch boilers 11 feet diameter, by 10 feet 6 inches long, work-
ing under Howdens forced draught, and having working pressure of 180 pounds. The
engines are being built by the Poison Iron Works of Toronto.

Constructions Nos. 55 and 56 are two catamarans, each consisting of two steel
circular pontoons with pointed ends, 30 feet long by 3 feet diameter. They are 12
feet apart and strongly braced together with steel girders which support a deck about
20 feet by 18 feet. These catamarans are for the use of the St. Lawrence Levels Com-
mission, and are equipped with winches, etc., for handling current-meters.

Construction No. 57 is a twin-screw steel testing steamer of the following dimen-
sions:— . , '

Length, B.P 140 ft. 0 in.

O.A 147 ft. 0 in.

Breadth, moulded 35 ft. 0 in.

Depth, moulded 15 ft. 0 in.

Draught 10 ft. 0 in.

SOREL SHIPYARD 121

SESSIONAL PAPER No. 21

The vessel will be fitted with twin-screw compound surface condensing engines
having cylinders 14 inches and 28 inches diameter by 21 inches stroke, supplied with
steam from a Scotch boiler 15 feet diameter by 11 feet long, and having a working
pressure of 130 pounds. The vessel will be equipped with a testing bar and winch
similar to those fitted on the testing-scows, and will be arranged to test to 55 feet of
water.

Plans have been prepared, steel material ordered, and the vessel has been laid
off in the mould loft and everything prepared to make a start as soon as the steel
arrives, which should be during the month of May. The boiler material has been
delivered.

Construction No. 58 is a wooden flat scow for general shipyard use, of the follow'

ing dimensions: —

Length ' 60 ft. 0 in.

Breadth 28 ft. 0 in.

Depth 7 ft. 0 in.

This vessel will be launched during the month of May.

Construction No. 59 is a twin-screw steel tug for staff use below Quebec, and will

replace the James Howden.

Length 118 ft. 0 in.

Breadth, moulded 24 ft. 0 in.

Depth, moulded 12 ft. 0 in.

The machinery will consist of twin-screw compound surface condensing engines
having cylinders 14 inches and 28 inches by 21 inches stroke, supplied with steam
from a Scotch boiler 15 feet diameter by 11 feet long, 130 pounds working pressure.
The boiler material has been delivered.

Construction No. GO is a single-screw steamer for buoy service on the Ottawa
rivej, and will be composite built, of the following dimensions: —

Length 100 ft. 0 in.

Breadth 21 ft. 0 in.

Depth 9 ft. 0 in.

The machinery will consist of compound jet condensing engines having cylinders
10 inches and 20 inches diameter by 14 inches stroke, supplied with steam from a
Scotch boiler 9 feet 6 inches diameter by 10 feet long, working pressure 130 pounds.
The boiler material is ordered. Tenders have been asked for the engines of Nos. 51 , 59
and 60.

Construction Nos. 61 and 62 are two single-screw hopper barges of the following

dimensions : —

Length, B.P 210 ft. 0 in.

Breadth, moulded 35 ft. 0 in.

Depth, moulded 10 ft. 0 in. *

Draught, loaded 16 ft. 6 in.

Capacity of hopper 950 cubic yards.

Machinery will consist of triple expansion surface condensing engines having
cylinders 18£ inches, 30 inches and 50 inches diameter by 36 inches stroke, supplied
with steam from two Scotch boilers 14 feet 6 inches by 10 feet 6 inches long, 180
pounds working pressure. Indicated horse-power, 1,250.

Construction No. 63 is a single-screw steel barge of the following approximate
dimensions : — ■

Length 160 ft. 0 in.

Breadth 32 ft. 0 in.

Depth 12 ft. 6 in.

Capacity 700 tons.

The design of the barge will be commenced as soon as possible.

122 MARINE AND FISHERIES

5 GEORGE V., A. 1915

Constructions Nos. 6Jf to 67 are four steel dumping scows of the following
dimensions : —

Length 100 ft. 0 in.

Breadth 29 ft. 0 in.

Depth 10 ft. 3 in.

Capacity 250 cubic yards.

These scows will be similar to Nos. 51 and 52, but 1 foot deeper. -Drawings and
steel orders are being prepared.

Progress on new constructions has generally been hampered owing to the great
length of time elapsing between the ordering of the steel material and its delivery —
for example : Constructions Nos. 45 and lf.6, the requisition for steel was sent August
17, 1912, and Nos. lfi to 50, on September 9, 1912; none of this material was deliv-
ered before the middle of March, 1913, and was not completed until May 29. As
already stated in this report, the material for No. 51/. was ordered in June, 1913,
and delivery was not completed until December. As regards No. 57, the detail
specification of steel was sent January 21, 1914, and none has been delivered. A
contract is being placed for 2,500 tons of steel to cover the new constructions which
will be commenced during the coming year.

MAINTENANCE AND IMPROVEMENTS TO BUILDINGS AND PLANT OF THE SHIPYARD.

Building No. 1. — Proposed office. Plans prepared.
Building No. 2, boiler shop. — Poof repaired and painted.

Building No. If, office and store. — Outside of building painted and few altera-
tions were made inside.

Building No. 5, machine shop. — Interior of building was whitewashed to improve
its lighting.

Buildings Nos. 6, 7 and 8. — Had roof repaired and painted.

Building No. 9, carpenter shop. — Was lengthened 20 feet to give more working
space, and ten windows were made to improve lighting.

Buildings Nos. 10, 11, 12, 13 and 1J+. ice house and stores shed: — The roof was
painted.

Building No. 15, storage for fleet. — Had extra partitions made for new boats in
commission.

Building No. 16, power-house. — A temporary house was built over the new air
compressor, concrete made around machinery and roof of building painted.

Buildings No. 17 and 18, saw-mill and paint-shop. — These buildings had no
repairs.

No. 19, pattern shop. — New shelves to store patterns.

Nos. 20, 21 and 22, dry lumber shed, fire-hold No. 2 and shed for castings.—
No repairs were required on these, buildings.

Nos. 23 and 2k, dry kiln and shed for machinery.'— The roof was painted.

No. 25. — Was demolished.

Nos. 26 and 27, main gear-house and lumber-yard shed. — Had no repairs.

No. 28, oil shed. — This is a new fireproof building. The lower story was built
in concrete, upper story of steel and corrugated sheeting with steel frames and doors.

No. 29, new joiner shop. — New one-story building, erected in line and next to
No. 20. The dimensions are 87 feet by 41 feet.

SOREL SHIPYARD 123

SESSIONAL PAPER No. 21

New sheer legs. A 130-ton steel crane was erected on concrete pier near wharf
No. 4. Small building was also built to cover machinery.

Wharf No. ^. — So as to have more coaling space a new 100-foot extension was
built. Heavy repairs had also to be made to this wharf.

Time recorders. — During the year a new system of time clocks was installed
in the shipyard. Thirteen " Globe " W. A. Wood time recorders were purchased
xuid placed in the shipyard. This system is giving very good results.

Fire protection. — During winter two tugs were kept under steam, night and
day, with firemen on board for fire protection to vessels of fleet.

Steam box. — A new steam box 24-inch by 24-inch by 60 feet long was built in
steel for the carpenters' department.

Air compressor. — As the work increased considerably and the air pressure for
tools was very inadequate, another air compressor was purchased to be placed in
power-house. This is a Canadian-Ingersoll-Rand, 16 by 16, class " EP — 2," cross
compound power-driven compressor, having a capacity of 744 cubic feet free air per
minute when running at its normal speed of 200 r.p.m.

In connection with the air compressor service, a new motor was installed. This
is a 125 horse-power, 600 r.p.m., 2,200 volt, 30-cycle two-phase inductor motor, com-
plete with pulley 28 inches diameter by 16 inches face, sliding base, and T-20 B. con-
troller for Rheostat for one-minute starting service.

Drinking water. — Water-pipe connections were made to St. Joseph waterworks to
supply fresh water to the shipyard from river St. Lawrence, for drinking purposes
only, as the water from the port of Richelieu river was considered unwholesome for
our men.

Electric welding plant. — So as to repair castings and heavy pieces of machinery
on vessels, a 400 ampere O. & C. electric welding and cutting outfit was purchased, and
installed in the shipyard. The outfit is complete with dynamotor, switchboard, shields,
electrodes, etc. The switchboard is equipped for two operators usiug the metal elec-
trodes, each operator having free range of current. The work performed by this pro-
cess is quite satisfactory, and boilers, heavy castings, etc., are rapidly and economically
repaired without having to be taken out of the ships.

Sand blasting. — As we always have a great amount of cleaning and scaling to do
on hulls of fleet vessels, it was found necessary to purchase an apparatus for this kind
of work. It is a No. 1 Farnham sand blast apparatus, 500 pounds capacity, with com-
plete outfit. This plant is highly satisfactory and is constantly at work during the
season, cleaning the hulls of the various boats and dredges, for the spring painting, etc.

General.— All the shipyard buildings were kept in good order, and the machinery
overhauled and improved.

The vessels of the dredging fleet were all painted before the opening of naviga-
tion, and, as usual, the ice was cut around them during winter. All roads were main-
tained in good order. Fences and sheds were whitewashed.

All wharfs and ways had the ordinary repairs and were kept in good condition.
The force employed during the fiscal year varied from 654, in June, to 1,181, in
March, 1914, and averaged 836 daily.

The financial statement shows the total amount expended at the shipyard and ship
channel to have been $1,466,591.40.

I have the honour to be, sir,
Yours faithfully,

W. S. JACKSON, .

Superintendent of Shipyard.

124

M ARISE AM) FISHERIES

5 GEORGE V., A. 1915

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128

MARINE \\l> FISHERIES

5 GEORGE V., A. 1915

APPENDIX No. 5.

Statement of Appropriation and Expenditure of Marine and Fisheries Department
for fiscal year ended March 31, 1914.

Service.

Appropriation. j Expenditure.

Bah

Ocean and river service —

Dominion steamers and icebreakers

Examination of masters and mates

Rewards for saving life, etc

Investigations into wrecks

Expenses of schools Df navigation

Registration of shipping

Removal of obstructions in navigable waters.

Winter mail service

Inspection of live stock shipments

Subsidy to wrecking plants

Unforeseen expenses

cts.

1,000,166 SG

16,500 00

140,000 00

18,400 00

8,000 00

2,700 00
20,000 00
11,000 00

5,000 00
45,000 00

5,000 00

Public Works chargeable to capital-
River St. Lawrence ship channel

Dredging plant for river St. Lawrence

New icebreaking steamer for river St. Lawrence.

Lighthouse and coast service —

Salaries and allowances to lightkeepers

Agencies, rents and contingencies

Maintenance and repairs to lighthouses .

Construction of lighthouses and aids to navigation.

Icebreaking in Thunder bay, etc

Signal service . .

Administration of pilotage, etc

Pensions to retired pilots

Maintenance and repairs to wharves

Telephones reporting stations, etc

Telephones in connection aids to navigation

Lighthouse buoy steamer for the St. Lawrence

Repairs to Maritime road

Lighthouse and buoy streamer to replace Scott

Allowance to widow and children of the late Albert

Gates .

Pilotage plant at Victoria and Esquimalt

Scientific institutions —
Meteorological service .
Magnetic observatory .

Marine hospitals —

Care of sick seamen and repairs to hospitals.
Shipwrecked and distressed seamen

Steamboat inspection—
Steamboat inspection ,

1,271,766 86

894,000 00

1,317,000 00

250,000 00

2,461,000 00

450,000 00

140,000 00

700,000 00

1,000,000 00

30,000 00

21,000 00

41,000 00

6,300 00

10,000 00

30,000 00

5,000 00

50,000 00

1,000 00

110,000 00

4,500 00
9,000 00

2,607,800 00

200,400 00
1,000 00

201,400 00

65,000 00
3,000 00

cts.

999,186 57
13.762 66

139,885 36
8,754 71
2,477 82
2,481 17
1,399 46
7,516 78
2,438 64
34,281 53
4,093 36

1,216,278 06

1,004,145 22

695,613 47

240 00

1,699,998 69

420,616 13
136,627 94

699,785 90

851,964 87

29,856 33

19,176 11

40,918 28

5,604 03

9,165 88
27,220 42

4,596 11
45,269 76

1,000 00
27,901 54

4,500 00

2,324,103 30

199.134 11
892 29

68,000 00
70,000 00

200,026 40

54,578 55
1,331 09

55,909 64
63,714 12

cts,

980 29
2,737 34

114 64
9,645 29
5,522 18

218 83

18,600 54

3,483 22

2,561 3(5

10,718 47

906 64

55,488 80

511,241 31
249,760 00

761,001 31

29,383 87

3,472 06

214 10

148,035 13

143 67

1,823 89

81 72

695 97

834 12

2,779 58

403 89

4,730 24

82,098 46

9,000 00

283,696 70

1,265 89
107 71

1,373 60

10.421 45
1,668 91

12,090 36

6,285 88

EXPENDITURE FOR FISCAL YEAR 1913-1914 129

SESSIONAL PAPER No. 21

Statement of Expenditure of the Department for the fiscal year 1913-14 — Concluded.

Service.

Fisheries-
Salaries and disbursements of fishery officers

Building fish ways and cleaning rivers

Legal and incidental expenses

Canadian Fisheries Museum

Oyster culture

Cold storage and transportation of fresh fish

Dogfish reduction works

Services of Customs officers re Modus Vivendi licenses

Fisheries Intelligence Bureau

International Fishery Commission

Fisheries Patrol Service

10 Fishery patrol boats for Atlantic coast

Exhibit of fresh fish (Toronto exhibition)

Fisheries patrol steamer for lake Winnipeg

Fish breeding establishments

Marine biological stations and investigations

Fishery patrol boats for British Columbia

Expenses of investigating claims for compensation

under the Pelagic Sealing Treaty

Allowance to Department of Public Works for the

loss of the icebreaking tug " Sir Hector "

Appiopriation.

cts.

230,000 00

20,000 00

4,000 00

16,' 00 00

6,000 00

100,000 00

60,000 00

900 00

10,000 00

5,000 00

137,500 00

50,000 00

- 10,000 00

145,000 00

400,000 00

17.000 00

75,000 00

Civil government salaries.
Contingencies

Recapi tulation —

Ocean and river service

Public works chargeable to capital.
Lighthouse and coast service

Scientific institutions

Marine, hospitals

Steamship inspection

Fisheries

Civil government salaries

Contingencies

Expenditure.

17,000 00
16,238 00

1,319,638 00

253,200 CO
37,000 00

1,271,766 86

2,461,000 00

2,607,800 00

201,400 00

cts.

229,547 16

12,341 93

1,100 87

9,100 54

4,434 60

90,868 51

41,188 37

537 90

8,956 76

441 59

135,330 87

15,994 08

9,700 48

40,146 03

354,675 13

17,000 00

06,542 10

16,713 02

16,238 00

Bali

1,070,857 94

231,237 36
36,759 80

1,216,278 06

1,699,^98 69

2,321,103 30

200,026 40

452 84

7,658 07

2,899 13

6,899 46

1,565 40

9,131 49

18,811 63

362 10

1,043 24

4,558 41

2,169 13

34,005 92

299 52

104.853 97

45,324 87

8,457 90

286 98

248,780 06

21,962 64
240 20

55,488 80
761,001 31
283,696 70
1,373 60

h ishing bounty

68,000 00

70,000 00

1,319,638 00

253,200 00

37,000 00

55,909 64 i

63,714 12

1,070,857 94

231,237 36 j

36,759 80

12,090 30

6,285 88

248,780 06

21,962 64

240 20

8,289,804 86
160,000 00

6,898,885 31 j
158,661 25 !

1,3 0,919 55
1,338 75

21—9

130

MARINE I A n FISHERIES

5 GEORGE V., A. 1915

Statement of Revenue of Marine and Fisheries Department for fiscal year ended

March 31, 1914.

Service.

Piers and wharf s .
Harbours

Dominion Steamers.

Champlain.

Freight, §1,665.97; passengers, $4,921.92; meals, $50.30; mis-
cellaneous, $235 .13

Earl Grey.

Freight, $269.38; passengers, $3,943.50 ; meals, $222.60; berths.
$1,136; express, $685.72

Minto.

Freight, $3,598.55; passengers, $2,676.25; meals, $170.90; berths,

$527 ; express. $549.78

Decayed pilots' fund

Steamboat Inspection fund

Steamboat engineers' fees

Sick mariners' fund , . . ...

Signal station dues

Marine register fees

Fines and forfeitures (Marine)

Examination masters and mates

Casual revenue (Marine)

Casual revenue (Fisheries)

Winter mail service

Fisheries revenue

Modus vivendi

Transfer of fishery licenses issued by D. Morrison in 1914 and to
come to account in 1914-15

Amount.

$ cts.

31,619 53
762 00

6,873 32

14,257 SO

7,522 48

5,697 41

3,556 15

1,865 00

70,649 49

751 00

52 85J

331 62

5,558 75

74,649 58

2!»,435 87

57 88

99,959 21

11,728 50

Refunds.

cts.

574 86
5 00

108 97

10 90

10 00

6,461 52

497 71

269 30

365,327 84

7,938 26

Total.

$ cts.

31,044 67

757 00

28,653 00

5,697 41

3,556 05

1,865 10

70,540 52

751 00

52 85

320 72

5,548 75

68,188 06

28,938 16

57 88

99,689 91

11,728 50

357,389 58

423 78

356,965 80

REVENUE FOR FISCAL YEAR 1913-19U

SESSIONAL PAPER No. 21

LIST OF WHARFINGERS.

131

DETAILED STATEMENT.

Ontario.

Locality.

Barrys Bay .

Baysville. .

Blind River

Bracebridge

Brighton

Bronte

Bruce Mines

Burk's Falls

Chute a, Blondeau

Cockburn Island

Cooks Bay (see Silverwater).

Depot Harbour

Echo Bay

Goderich

Haileybury

Hilton

Honora

Huntsville

Kingsville

Lakeport ...

L'Origna!

Leamington

Lions Head

Maganatawan

Midland

Michipicoten Harbour

Morpeth

North Bay

Oshavva

Owen Sound

Pelee Island

Pembroke

Peterboro, Wolfe St

Port Finlay

Port Rowan

Port Whitby

Providence Bay

Richards Landing. ... ....

Rondeau

Rossport

Rosseau

Sault Ste. Marie

Scudder wharf — Pelee Island

Sheguiandah

Silver Centre

Silver Water

Southampton

South Lancaster

Summerstown

Tendy Bay

Thessalon

Tolsmaville (see Cockburn Isl'd) .

Treadwell ....

Wendover

Wiarton

Wharfinger.

S. E. Smith

Jas. D. Smith . .
W. H. McGauley .
W. C. Simmons. . .

W. S. Strong

T. Joyce

W. Fleming

A. J. Collins

O. Cousineau

D. J. McLeod

Date of
Appointment.

W. H. Hoppins

T. H. McWaters....
Malcolm McDonald .

E. Wright

Peter Brown

G. E. Hawke

Under lease

W. H. Black

Roy Mathews

Louis Tourangeau .

J. E. Johnson

Chas. Knapp

Conrad Ross ,

J. Yates

George Reed

Michael LeBoeuf
W. T. Henry...
Under lease . . .
H. Henderson. .
Thos. Lowe

J. H. Teare..
Jos. Ellis . . .
John Watson.

Jas. Buruside.
Jas. Claus.

S. A. Foote.
G. A. Boyd.

Irwin Quick . .
Wm. Stevens . .
H. Pickering. .
Chas. Kent. . . .
H. Harmer
John Munroe . .
A. Bonnerville
Philip Jacob. . .
W. H. Hill...

H. Deschesne.
M. St. Pierre.
E. Shackleton.

Aug.
Sept.
April
Sept,
Mar.
Dec.
April
Feb.
ay
J une

May
June
Mar.
July
Mar.
May

Year.

25, 1905.

25, 1906.

14, 1908.

24, 1908 .

7, 1913.
17, 1912.

15, 1902.

8, 1807.

28, 1909.

29, 1910.

8, 1905.
5, 1912.
7, 1913.

26, 1913.

25, 1912.
12, 1909

Aug.

July

May

Feb.

April

Oct.

Nov.

1, 1902.

4, 1912.
22, 1912.
11, 1906.

6, 1906.

6, 1910.

26, 1905.

27, 1913.

Mar.

Aug.

21, 1910.
10, 1904

Feb.
Mar.

2, 1907.
7, 1913.

June
Iune
Sept.

29, 1908.
8, 1910.

30, 1912.

Mar.

Nov.

16, 1912.
27, 1913.

April
April

17, 1912.

9, 1897.

May
Nov.
July
May
May
Sept.
May

5, 1911.

8, 1910
17, 1911.
28, 1909.

24, 1912.
19, 1912

25, 1910.
May 22, 1912.
Feb. 29, 1912.

April 24, 1914.

Feb. 20, 1913.

— 12, 1913.

Remuneration
allowed.

p.c.

25
25
50
25
25
25
50
25
40
50

25
25
25
25
50
25

25
25
25

25
25

50
•$400

<$200

50
25
25

50
25

$100 per month

200 ., y e a r

for assistant . .

Amount,

cts.

424 86

213 02
23 25

99 87

85 43
18 23

131 25

453 78
189 44

105 00
289 47

54 84
323 28

433 15
55 02

441 80
114 80

119 55

129 09
26 00

134 34

111 97

161 64

37 90

25 00

165 25

81 47

58 72
65 18
61 50

4,634 11

21—91

132

1/ IR1NE AND FISHERIES

5 GEORGE V., A. 1915

LIST OF WHARFINGEKS— Continued.

detailed statement — Continued.
Quebec-Montreal District.

Localitjr.

Wharfinger.

Date of
A ppointmeut.

Remuneration
Allowed.

Amount.

L. A. Roy

Nap. Sicotte

Year .

Nov. 27, 1891..
April 17, 1913. .

p.c.

2f>
25

8 ets.

Boucherville .

1 65

Cedars

Coteau du Lac

C. Laboursadiere

A. St. Amour

Nap. Beriault

May 27, 1907..
July 4, 1912..
June 29, 1.910..
Mar. 31, 1906..
May 13, 1912..
April 28, 1914..
Feb. 22, 1911..
July 16, 1902..
June 25, 1912..
May 30, 1910..
Aug. 8, 1908..
Mar. 23, 1910..
Mar. 8, 1894..

Tune 10, 1906..
May 2, 1913..

50
50
50
25
50
50
50
25
50
25
50
25
25

50
$100

4 20
20 95

P. Desjardins

Leon Campeau

32 09

Fassett, Labelle Co

F. Thomas

Antoine Bertrand

T. Ranger

57 36
42 19

Hudson

lie Per rot North

Cyprien Bertrand

0. Legault

61 42
74 75

„ South

R. Daoust, (acting)

L. Knowlton

R. J. Robinson

D. Peters

0. Daoust

37 50

Lake Megantic (see Megantic
Village).

Longueuil (under Montreal Har-
bour Commissioners).

Magog

71 29

Megantic Village

Monte Bello

A. Gauthier

April 17, 1914..
April 10, 1912..
Jan. 8, 1907..
April 26, 1910..

50
25
25

30 00

A. Chabot

A N Rov

124 66

Peel Head Bay

Pointe Fortune . . ,

6 45

Win. Brown .

133 10

PointeaValois(seeValois Point).
Port Lewis

Sam Carson . .

0. Mallette

Dec. 17, 1912..
Oct. 14, 1907..

May 5, 1908..

50% except that
from tolls and
dues from use
of scales

50% of tolls and

from use of

Rigaud

J. Vallee, assistant

60 69

St. Anicet

Moise Cote

Aug. 30, 1913..
Sept. 21, 1908..

M. C. Bezner

182 77

St. Denis

12 33

St. Marc, Vercheres..

Vacant

St. Zotique . . .

Varennes.

A. Bissonnette

Sept. 7, 1906..

Aug. 20, 1897
Sept. 14, 1914 .
Sept. 6, 1912..
Aug. 2, 1899..

25
50
25
25

9 20

L. Castonguay

27 82

0. Boileau

A. St. Pierre

J. J. Maillard

77 28

Vercheres

Nil.

Villp Marie. . .

1,067 70

REVENUE FOR FISCAL YEAR 1913-1914
SESSIONAL PAPER No. 21

133

LIST OF WHARFINGERS— Continued.

detailed statement — Continued.

Quebec District.

Locality.

Amherst (Magdalen Island).

Anse aux Gascons

Anse a l'lslet

Anse St. Jean

Baie St. Paul

Beauport

Berthier

Bic •.

Carleton

Cap a 1'A.igle

Chateau Richer

Chicoutimi

Esquimaux Point.

Grand Entry

Grand Pabos (see Anse a l'lslet).

Grand River

Grindstone (Magdalen Island). .

He aux Grues

Les Eboulernents

L'lslet.

Matane

Mechins

Miguasha

Montmagny Basin

Murray Bay

New Carlisle

Paspebiac

Perce

Pointe a Cote (see Bic)

Point aux Esquimaux

Pointe aux Origneaux (see Ri
viere Ouelle).

Port Daniel

Roberval

Rimouski

Riviere Blanche

Riviere du Loup

Riviere Ouelle

St. Alphonse de Bagotville

Ste. Cecile du Bic

St. Irenee

St. Jean d'Orleans

St. Jean Port Joli

St. Laurent d'Orleans

St. Nicholas

St. Simeon

St. Thomas de Montmagny

Shea Point (see Amherst, Mag-
dalen Islands).

Tadousac

Troi ■< Pistoles

Wharfinger.

J. Chas. Boudreau.

S. A. Huard

Jos. Duguay

F. Lavoie

P. Cimon

F. Guillot

J. Blais

L. Roy

E. Alain

F. Charrette

Neree Pare

T. Tremblav

T. Rankin

Geo. Belliveau.
Andre Gaudet.

D. Vezina

H. Tremblav.

Alex. J. Pelletier..
G. E. Verreault. . .

R. Fournier

Wm. Tremblay

JohnC. Hall

J. DeCaen

J. M. LeBoutillier

F. X. Gagnon

Simon Martel

U. Lavoie

Alphonse Quimper ... .

L. J. Puize

J. A. Gamache (acting ). .

Thos. Fcrtier

O. LeBel

G. Bouchard

Vacant

Lucien Legros

J. Godbout

Under lease

E. Tremblay

R. Fournier

A. Gingras

Date of
Appointment.

Year.

Sept.
Sept.
Sept.
Aug.
Sept.
Sept.
Sept.
Sept.
Sept.
Sept.
Sept.
Sept.

1, 1913.

5, 1913.
17, 1912.
13, 1895.
27, 1912.
25, 1912.

7, 1905.

16, 1912.

6, 1913.
27, 1912.
13, 1912.
23, 1901.

Tune 20, 1912

April 27, 1912.

April 18, 1914.

June 13, 1904.

Mar. 7, 1914.

Jan. 20, 1912.

Feb. 14, 1913.

May 23, 1913.
Mar. 14, 1913.
April 25, 1912,
Feb. 22, 1908
Atril 17, 1912.

Feb.

June

Mar.

Jan.

Nov,

June

April

Jan.

Feb.

26, 1907.
9, 1914.

27, 1907.
20, 1912.

7, 1905.

23, 1913.

20, 1909.

20, 1912.

10, 1903.

Jan.
May

16, 1913.
11, 1904.

Mar.
May

7, 1913.
23, 1913.

May 29, 1906.

Remuneration
Allowed.

p. c.

25
25
25
$19.00
32.00
50
50
25

moo

18.00

$122.00

25
25
25

$29.00

50
' 50

25
None.
25
50
40

$50.00

50
$146.00

25
$48.00

25
25

$30.00

Amount.

$ cts.

271 86

31 44
151 83

73 17

102 11

73 46

70 90

32 95
62 97
82 12

1,235 47

88 47

136 69
430 23

9£ 82

137 28
47 71

653 63
77 34
39 11

191 42

20 05
287 61

79 84

86 90
648 82

55 95
215 24

33 00
124 88

60 00

30 00
50 00
29 56
72 69

.64 48
6,045 00

134

MARINE AND FISHERIES

5 GEORGE V., A. 1915

LIST OF WHARFINGERS— Continued.

DETAILED STATEMENT — Continued.
New Brunswick.

Locality.

Date of
Appointment.

Andersons Hollow

Black River

Bathurst

Buctouche

Burnt Church

Campbellton

Cape Tormentine

Caraquet

Clifton

Clifton, now Stonehaven .

Cocagne

Coles Point

Dalhousie

Edgett Landing

Gardners Creek

Hopewell Cape

Hopewell Hill

Kingston see Rexton .

Lameque

Lorneville

Little Aldouane

Main River

Miscou Harbour

Moncton

Neguac .

New Horton, see Two Rivers.

Oromocto

Partridge Island, East wharf.

Petit Rocher

Quaco, see St. Martin.

Rexton

Sand Point

Spencer Island . .

St. John, see Sand Point.

St. John West, see Sand Point.

Shippigan

St. Louis Gully

St. Martin

St. Mary .

St. Nicholas River

Stonehaven

Tracadie

Two Rivers

Waterside, see Anderson's hollow

I. H. Copp

A. L. Moore

J. C. Meahan. . .
J. J. LeBlanc . .
Jas. Anderson . .
W. W. Doherty.
J. D. Lane .....
H. Foulen .... .

J. F. Bourque. . .

J. B. Tower

W. J. Smith

Moses Stevens . .
J. J. Armstrong.

L. Lay ton

F. J. Robinson. . .

N. Chiasson .

Vacant

J. Comeau. .
A. S. Murray.
Prudent Roy .
Jas. Flanagan .
C. Mcintosh . .

J no. E Stccker.
J. Boudreau . . .

T. Harnett.
E. C. Elkin .

H. E. Grant.

G. J. Henry,

A. Vaughan
H. M. Leger.

J. Grant

S. Payne

L. Breau

I. Knowlton.

Jan.
Jan.
June
May
Feb.
Oct.
May
June

Year.

25, 1913.

23, 1914.
15, 1912

2, 1912.

26, 19G4.

19, 1912.

24, 1912.

20, 1912.

Mar.

June

Mar .

Dec

Mar.

July

13, 1907.

21, 1909.
27, 1891.
27, 1912.

22, 1909.
25, 1912.
17, 1909.

Nov. 28, 1906.

Mar.
Mar.

Nov.
June
Apr.

21, 1911.

1, 1906.

9, 1910.
16, 1911.
18, 1910.

June 30, 1905.

Aug. 27, 1910.

Aug.

Nov.

3, 1911.
6, 1910

June 24, 1911

Apr. 0, 1910.

Nov.

Dec.

Sept.

Nov.

Oct.

May

5, 1912.
19, 1905.
27, 1901

9, 1914.
12, 1910.
27, 1913.

Remuneration
allowed.

p.c.

25
25
25

25
25

25 not to exceed
$1,500 in one

year

2:.

25
25
25
25

Amount.

$ cts.
120 60

67 77

1,524 06

424 25

67 02

22 50

55 38

97 22
1 01

,933 43

71 99
10 26

6 46

4 80

11,406 75

Nov a Scotia.

Advocate

Annapolis Royal

\acant.

R. P. Saunders

H. R. McAdam

Oct. 8, 1913..
Dec. 30, 1898.
Mar. 21, 1912..
Aug. 13, 1902..
Jan. 20, 1914..
Nov. 25, 1912. .

25
25
25
25
25
25

25 87

Arisaig ....

Arichat

D. H. Cutler

43 14

AvonDort

L. F. Fuller

Babins Cove

Baddeck

S. Vigneau

A. S. McDonald

1 90
257 19

REVENUE FOR FISCAL TEAR 1913-19U

135

SESSIONAL PAPER No. 21

LIST OF WHARFINGERS— Continued.

detailed state M E xt — Continued.

Nova Scotia — Continued.

Locality.

Wharfinger.

Vacant.

J. H. Christie . .

Date of
Appointment.

Remuneration
Allowed.

Amount.

Bakers Point

Year.

Aug. 31, 1896..
June 29, 1910..
Jan. 6, 1898. .
.. 20, 1914..
Apr. 3, 1912..
Oct. 29, 1912..
Sept. 12, 1913..
Nov. 24, 1892..
Apr. 30, 1913..

p.c.

25
25
25
25
50
25
25
25
25
25

•S cts .

58 79
4 87

Barrington Head

Capt. W. Doane

J. C Fulton

Bayfield

Battery Point

Bear Point

Geo. Prowse

Albert Ellis

C. 0. Venot

A. W. Dunn

15 17

0 37

Belli veaux Cove

S. C. Therriault. . .

Black Point ....

Boularderie.

Elisha W. Perry

92 00
13 53

Broad Cove

Broad Cove Marsh

H. McDonald

Oct. 19, 1892..
Mar. 30, 1914..
Dec. 26, 1898..

25
25
25

G. McLeod

A. Craig

25 09

Burlington ...

Canada Creek

H. Dickey.

Aug. 12, 1899..
Nov. 16, 1912. .

Dec. 13, 1905..
Feb. 8, 1907..
Mar. 14, 1914..
May 28, 1899..
Apr. 11, 1907..
June 2, 1913..

25
25

25
25
25
25
25
25

5 49

Canning

Chebogue (see Town Point) .

Canso

Cape Cove

Castle Bay

F. A. McBride

Jas. Meagher

Benj. Doucette

R. H. McNeil

29 18

Centreville

A. Ward

82 58

Chiprnans Brook

H. Thoroe

Church Point .

Clifton

D. Thibodeau

13 91

Clarks Harbour (Swims Point). .

Job A. Crowell

Mar. 21, 1913..
May 26, 1903..
Oct. 2, 1895..
Dec. 2, 1911..
Nov. 28, 1889. .
Aug. 26, 1912..
Feb. 5, 1912 .

Jan. 9, 1889..
May 3, 1903..

25
25
25
25
25
25
25

25
50

42 95

Cranberry Head

A. Shaw

Cribbins Point

Deep Brook..

Delap Cove ...

J. C. W. Ditmare

R. W. McCaul

8 64

D'Ecousse (New)

A. Langlois

Vacant.

N. Leslie

50 14

Digby

Drumhead

2,980 78

East Bay

East Jeddore (see Bakers Point).
East River

Vacant.

Ecum Secum

Englishtown

J. L. Stevens

May 8, 1912..

74 31

Gabarus

Grand Narrows

Vacant.

Grand ville Centre

H. Roney

Vacant.

July 6, 1903..

Nov. 16, 1912..
Dec. 22, 1906..

50
25

55 06

Great Village

Halifax (In dockyards).

42 98

Hampton

C. E. Dunn

19 53

Hantsport

Harbourville

May 21, 1913..
Apr. 30, 1898..

25
25

50 31

Horton Landing

F. G. Curry

55 02

Indian Bay (see Jordan Bay).

Iona

Irish Cove

F. S. X. McNeill

June 8, 1901..

Isaacs Harbour

T. D. Cooke

W. McKay

Jan. 30, 1902..
July 1, 1913..

Apr. 6, 1908..

25
25

10 02

11 96

Jordan River

Kelley Cove . . .

Vacant.
J. A. Kelly

Kingsport (see Oak Point). ,

Vacant.

Lismore

136

MARINE AND FISH /HUES

5 GEORGE V., A. 1915

LIST OF WHARFINGERS— Continued.

detailed statement — Continued.

Nova Scotia — Continued.

Locality.

Wharfinger.

Date of
Appointment.

Remuneration
Allowed.

Amount.

Nova Scotia — Con.

Little River

Maitland

0. E. Denton

Year.
Feb. 5, 1912..

p.c.
25

$ ots.
37 58

Margarets ville

Wm. Early

M. R. Robichaud

A. Melanson ...

Jan. 15, 1912..
Feb. 7, 1909..
Sept. 26, 1910..

25
25
25

68 74

Meteghan Cove

Meteghan River

Middle Country Harbour. . .

12 77

Militia Point

Mill Creek

D. Mcintosh

Jas. E. Porter

Aug. 20, 1892..
Jan. 31, 1914..

25
25

Monday Point

Morden

Wm. Findlay

Chas. T. D'Eon

Jan. 14, 1914..
Apr. - 3, 1912..
., 23, 1906..
Nov. 7, 1905.

25
25
25
25

16 62

New Edinburgh ...

Newellton

A. C. Newell

50 20

Noel

M. Faulkner

North Wallace

North Side (see Boularderie).
Oak Point. .

Leased

33 34

Ogilvie . '.

Owls Head Harbour

Parkers Cove

J. L. Swindle

David Palmer, jr

Daniel Robinson

Wm. Lavers

Mar. 4, 1907..
Apr. 13, 1910..
Dec. 13, 1913..
June 8, 1911..
Dec. 24, 1907..
Aug. 2, 1899..

25
25
25
50
25
25

Pai rsboro'

Phinney Cove

A. Bent

F. A. Eaton

1 50

Picketts

Pictou Island . .

73 49

Plymouth

J. B. Purdy

Feb. 22, 1902. .
Aug. 8, 1890 .
May 5, 1910..

April 17, 1914. .
Mar. 20, 1907..
Dec. 20, 1912..
Feb. 5, 1900..

May 23, 1914..
June 9, 1897..
Feb. 20, 1914..
Oct. 2, 1912.
Oct. 17, 1912..
Jan. 17, 1913..
April 3, 1912..
Nov. 18, 1911..
April 3, 1912..

Nov. 25, 1913 .

Aug, 25, 1888..
Dec. 13, 1912..
Dec. 13, 1912..

Feb. 11, 1909..
June 24, 1911..
Mar. 21, 1913..
Mar. 9, 1912..

Sept. 27, 1901..
Oct. 17, 1906..
Aug. 16, 1901..

25
25
25

25
25
25
25

25
25
25
25
25
25
25
25
25

25
50
25

25
25
25
25

25
25

Plympton

Port Dufferin

W. K. Smith. . .

7 69

E. H. Balcom

Vacant.

Gordon Martin

Port George

Port Greville

Port Hastings

Port Hawkesbury

Port Joli

Port la Tour

Port Lome

34 93
44 47

F. Mclnnis

I. P. Smith

J. S. McAdam

E. R. Reynolds (Tem-
porary)

F. Beardsley

J. W. Raymond

Wm. A. Brunn

395 33

15 05
26 59

Port Maitland

Port Morien

66 23

Port Mouton

I. Leslie

Chandler Smith

2 27

Port Philip

3 19

Port Wade

E. H. Johns

Chas. N. Pertus. . .

38 09

Poulamon

44 61

Rays Creek

A. E. Goodwin

5 02

Riverside

Vacant

J. E. LeBlanc

J. L. Saulnier

Salmon Ri ver

m (see Port Dufferin).
Sandford (see Cranberry Head).
Saulnierville

Scotch Cove

Geo. Fitzgerald

15 56

Shag Haibour

Jas. W. Smith

1 20

Sheet Harbour (see East River

Short Beach

Swims Pt

A. E. Wyman

H. E. Grant

14 10

Tancook Island

Tenny Cape

W. D. Pearl

Tidnish

Tiverton . .

R. A. Smith

B. Blackford. . .

59 52

TrionPt

Tracadie

J. A. Haley

Breakwater only.

REVENUE FOR FISCAL YEAR 1913-19U

137

SESSIONAL PAPER No. 21

LIST OF WHARFINGERS— Continued.

detailed statement — Continued.
Nova Scotia — Concluded.

Locality.

Wharfinger.

Date of
Appointment.

Remuneration^
Allowed.

Amount.

Prince Edward Island.
Tusket Wedge.

D. Ogilvie

Vacant .

John McNeil

Vacant

Year.
Aug. 13, 1911..
April 20, 1910. .

p. c.

25
25
25
25
25

25
25
25
25

$ cts.

Wallace, S. side

Walton .

West Arichat

12 04

West Head

H. N. Newell

W. E. Kent

Feb. 7, 1910..
Sept. 16, 1912..
Feb. 20, 1914..

Oct. 23, 1906..

Jan. 9, 1889..
April 22, 1913. .
Dec. 22, 1906..
Oct. 22, 1901..

51 30

Westport

61 67

West Pubnico

West River

A. D'Eon

Vacant .

E. L. Munroe. .

White Head . .

White Point....

White Pt

See Scotch Cove.
E. West...

Whitewaters '

H. S. Winter

5 10

Whycocomagh

Wolfeville

Wreck Cove .

D. Livingstone

J. L. Franklin

28 29

5,297 27

Prince Edward Island.

Aitkens Ferry

Aitkens Shore Pier

Annandale

Bay View

Belfast

Brush Wharf

Campbell's Cove.

Chapel Point

Charlottetown

China Point

Clifton . ,

Cranberry.

Crapaud

Egmont Bay

Gaspereaa

Georgetown

Grand River South

Grand River

Greek River

Haggerty's

Hickey's

Higgins' Shore

Hurd Point

Kier Shore

Lambert Pier

Lewis Point

Lower Montague

Mink River

Montague ......

Mount Stewart

McGee Pier Shore

McKee Pier

McPherson Cove

Murray Harbour (North).

(South).

Nine Mile Creek

J. M. Howitt

See Lower Montague.

Isaac Howlett

J. Harrington

J. F. Halliday

Levi R. Ings

R. H. McCormack.

Agency

W. S. N.Crane....
J. Gunn .

Jas. Day

N. Gallant

See St. Mary's Bay.

R. R. Jenkins

Wm. A. Grossman
See Annandale.

Wm. Butler

John Callaghan

Patrick McGuirk

H. Reeves

Robt. M. Holland

W. Hodgson

W. A. Johnston

H. McCormack

See Aitkin? Ferry.

See Murray Harbour Nth ,

See with Lambert's Pier .

B. Pigott

See Egmont Bay.
S ee Egmont Bay.

Jos. Christian .

Benj. Richards

G. Billard

Chas. McDonald

April 3, 1912.

Aug.
Oct.
May
June

26,1912.
2, 1885.
1, 1901.
9, 1914.

July 19, 1912.

Sept. 18, 1885.

May 4, 1900.

Sept. 30, 1912.

Nov. 9, 1891 .

Oct.
Jan.

14, 1892.
14, 1914 .

April 24, 1911.
June 25, 1912.

2, 1914.
16, 1913.
21, 1913.
10, 1895.

3, 1900.
6, 1908.

April
May
May
June
May
Nov.

Jan. 17, 1910.

April
Jan.
June
Mar.

18, 1914.

19, 1909.
14, 1913.
14, 1914.

81 48

9 65

57 44

32 32

6 45

1,317 86

7 31

213 60

3i> 52

15 85
28 08
33 30

52 95

139 85

68 33

62 58

11 25

1 20

22 88

138

MARINE l\/> FISHERIES

5 GEORGE V., A. 1915
LIST OF WHARFINGERS— Continued.

detailed static m ENT — Continued.
Prince Edward Island — Concluded.

Selkirk .

Locality.

Wharfinger.

Date of
Appointment.

Remuneration
Allowed.

Amount.

North Cardigan

Oyster Bed Bridge

Pinette

Port Selkirk, see Brush Wharf.

H. McDonald

H. Gallant

Year.

May 23,1914..
Mav 22,1912..
Nov. 28,1906..

Oct. 13,1896..
May 24, 1912. .
Nov. 11,1910..

Nov. 9,1912..

p.c.

25
25
25

*
25

$ cts.
44 03

A. Young

M. M. Hayley

24 98

Red Point

Alex. McAuley

St. Mary's Bay

St. Stephen's Pier

G. H. Hicken

See with Lambert Pier.

See Oyster Bed Bridge.

See Lambert Pier.
Win. Griffin

21 90

Souris.

South Rustico Pier

South River.

Stephens

Sturgeon Pier

Tignish

14 06

Tos. E. Richard

John Finlay

See with Crapaud.

Sept. 16,1912.. 25

11 79

Vernon River

April 25, 1912..
April 10, 1899..

25
25

95 72

Victoria Pier

West Point.

13 74

2,424 12

Manitoba.

J. A. Hunt May 3, 1912

636 04

British Columbia.

Ladysmith ...

Langley .

Sidney Harbour

Stewart

Massett, B.C

D. T. Conway

Feb. 6,1906..
Nov. 25,1910..

C. C. Cochrane

49 14

Vacant.

62 20

111 34

Resume Wharfage.

Ontario $4,634 11

Montreal District , 1,065 40

Quebec District 6,044 50

New Brunswick 11,406 75

Nova Scotia 5,297 27

Prince Edward Island 2,424 12

Manitoba 636 04

British Columbia Ill 34

$31,619 53

Harbour Dues.

Revenue from —

Port Stanley $ 500

St. Johns 59 00

Sorel 245 50

Halifax 22 50

Louisburg 220 00

International Pier Sydney 50 50

Comox 102 50

Victoria 57 00

$762 00

REVENUE FOB FISCAL YEAR M1.1-191

139

SESSIONAL PAPER No. 21

LIST OF HARBOUR MASTERS.
Ontario.

, Port.

Harbour Master.

Date of
Appointment.

Gross
Collections .

Remune-
ration.

Net
Collections

Amherstburg. . .

Geo Gott

Thos. Joyce

H. L. Grasswell

Robt. Hughes

A F. Butterworth

Jas. McAllister

C. DeanDudy

M. McDonald

W. D. Ritchie

May 13, 1912..

200 00
200 00
200 00
300 00
200 00
600 00
200 00
300 00
200 00
200 00
300 00
200 00
300 00
200 00
200 00
300 00

200 00
100 00
300 00
100 00
300 00
200 00
200 00
200 00

$ cts .

Bronte

Bying Inlet North

Collingvvood

Dec. 17, 1912..
Feb. 20, 1912..

200

Nov. 25, 1913..
April 14, 1913..
Feb. 22, 1913..
Mar. 25, 1912..
April 17, 1912..
3, 1912..
July 1, 1913..
Aug. 16, 1913..

24 50

2000

265 00

200

25-00

188-50

Depot Harbour

Fort William

French River ...

Goderich

Little Current

Midland .

Wm. McClinchey

W. H. Smith

Owen Sound. . .

April 25, 1912.
Aug. 10, 1904. .

40 00

Oshawa ...

W. T. Henry

0. A. Thomson

Peter Light

B. Guerard

Parry Sound

Penetanguishene

June 2, 1914 .

Mav 7, 1906..
.," 21, 1897..

Aug. 13, 1912..

14 50
169 00

Port Arthur .

Port McNicoll

Port Stanley

Rondeau . .

See Victoria harbour.
F. R. Dale

J. Claus

Nov. 27, 1913..

1100

Sault Ste. Marie.

S. L. Penhorwood

W. H. Johnston

R. McAdam

Jos. Coutts

Thos. Nottingham . . .
J. Watson, jr

May 2, 1912..

Southampton

Oct. -, 1882..
Mav 3, 1886.
i. 13, 1912..

1500

Sarnia . . .

Trenton

Victoria

1, 1911 .
Jue 7, 1912..

41 00
23 50

Whitby

Quebec.

Amherst

Anse-aux-Cascons

Bersimis

Bic

Bonaventure

Carleton

Cape Cove

Caplin Ri ver . . .

Chicoutimi

Escoumains

Grand Entry . .

Grand River

Gaspe

House Harbour . . .

Lachine

Maria

Matane

Malbaie

Metis

New Carlisle

New Richmond . .

Nouvelle

Oak Bay

Paspebiac

Perce.

Port Daniel

Rimouski

Riviere du Loup. .

St. Godfroy

Montmagny

St. Johns

Sault au Mouton. .

Sorel

Trois Pistoles

Tadousac

John Cassidy

John Mourant

D. Thibault

F. B<41avance

F. Arsenault

Emile Alain

R. J. Lenfesty

T. Bourdages

A. Sturton

Vacant .

Andre Cyr

Geo. Belli veau

F. T. Eden

Gregoire Laf ranee

UncW Montreal Harb

A. Cyr

J. Levesque

J. Thompson

J. H. Ferguson

J. Chishoim . . .

F. X. Cormier .

J. Ca«ey

T. Harper, Sr

W. L. Kempffer ....

E. Donoghue

B. Lauglois

A. P. St. Laurent ....

F. E. Gilbert

J. Grenier

R. Fournier

G. H. Farrer

Vacant.

Pierre Lavallee

O. Drapeau

A. Gingras

Sept.

June

Dec.

April

July

June

April

June

2, 1878.
28, 1905.
13, 1905.
25, 1912.
24, 1913.
11, 1913.

7, 1912.
20, 1907.

8, 1886.

July 10, 1907..
April 25, 1912..
April 1, 1889..
Dec. 12, 1910..
our Commission.
Mar. 29, 1905..
Jan. 20, 1912..
May 27, 1913..
Mar. 10, 1896..
April 22, 1902. .
April 15, 1902..
Jan. 3, 1903..

12, 1904..
2, 1900..

10, 1903..

21, 1907..
May 31, 1896..
Oct. 5, 1902..
5, 1905..

23, 1913..

July
Sept
Oct.
Feb.

Junfc
May

Mar. 20, 1897.

Feb. 5, 1912.
Nov. 25, 1911.
June 6, 1906.

10 00

33 00

5 00

30 00

.32 00
13 00
45 00
25 00
12 00
5 00
42 00
12 00

600 '
659 00

745 50

200 00
100 00
200 00
200 00
100 00
200 00
200 00
100 00
200 00

200 00
100 00
500 00
200 00

100 00
200 00
500 00
200 00
100 00
200 00
200 00
200 00
130 00
100 00
200 00
200 00
100 00
100 00
200 00
600 00
200 00
500 00
100 00
200 00

140

MARINE AND FISHERIES

5 GEORGE V., A. 1915
LIST OF HARBOUR MASTERS— Continued.

New Brunswick.

Fort.

Alma

Back Bay

Baie Verte

Bathurst

Blacks and Beaver H'b'r

Buctouohe

Campbellton

Campobello Island

Cape Bald

Cape Tormentine

Caraquet

Chatham

Cocagne

Dalhousie

Dorchester

Fairhaven

Fredericton

Grand Harbour

Northern Grand Manan.

Gull Rock Channel

Harvey

Heron Channel

Hillsborough

Hopewell Cape

Ledge of St. Stephens. . .

L'Etang

Letete

Little Shippigan

Moncton

Miscou Gully

Musquash

Newcastle

North Head

Port Elgin

Pokemouche

Quaco

Richibucto

Sackville

Seal Cove

St. Andrews

St. George

St. Stephen

St. Martin and Quaco . .

Shediac

Great Shemogue

Little Shemogue

Shippigan

Tracadie

Waterside ,

West Isles

Whitehead

Harbour Master.

Date of
Appointment.

G. W. Parsons

See Letete
See Port Elgin

M. T. Daly

E. W. Cross

H. Hutchinson. . . .
W. W. Doherty. . . .
H. Calder .........

J. L. Cormier

M. S, Treen

J. Lenteigne

R. J. Walls
C. Brown, Deputy
Harbour Master .
J. T. Bourque ... .
W.S.Smith

Jas. Shea

A. Calder

Vaoant .

T. Ingalls, Sr

J. E. Gaskell

G. A. Johnson

W. Wood

G. N. Taylor

Jas. T. Gallagher....
J. H. Christopher. .

T. Holmes

See Letete

H. W. Harris

Jos. Beaudin

E. P. Cook

See Little Shippigan

J. McNulty

John Russell

See Northern Grand M

C. Trenholm

M. Landry

See St. Martin.

J. A. Jardine

Elijah Chase

Wm. Russell

Wm. Clark

Allan Stewart ...
A. McWha

A. S. Vaughan ....

R. H. Welling

Vacant.
Vacant.

C. Gionet

M. Sonier

I. H. Copp

B. Simpson

A. H. Cheney

May 2, 1898.

\pril

Sept.

April

Oct.

April

Aug.

May

June

April

May

June

Mar.

Oct.

July

April
Mar.
Mar.
June
Nov.
June
June
Dec.

Feb.
Oct.
July

Sept.
June
anan .
April
May

May

Feb.

Dec.

April

July

Nov.

May

June

April

Feb.

Sept.

April

15, 1907.
17, 1883.
17, 1897.

24, 1912.

25, 1912.
19, 1911.
13, 1901.
11, 1913.
13, 1898.

29, 1912.
23, 1905.
19, 1888.
25, 1900.

30, 1901.

19, 1907.

20, 1907.

27, 1904.
9, 1903.

25, 1911.

26, 1912.

26, 1899.
17, 1913.

16, 1906.

21, 1906.
4, 1912.

28, 1896.

27, 1904.

Gross
Collections.

3, 1907.
13, 1901 .

11, 1874.
11, 1904.

22, 1913.

23, 1911.
3, 1912.
9, 1914.
1, 1912.

24,1911.

25, 1912.

19, 1912.

20, 1913.
27, 1901.
19,1907.

$ cts.
55 00

29 00

Remunera
tion.

156 50

35 00

12 00

198 50

139 50

27 50

5 00

2 50

34 50

15 00

45 00

1 50

24 50
3-50
1250
78 00
62-00
29'00
61 50

23 00

300

Net
Collections.

$ cts.
100 00

200 00
100 00
100 00
200 00
100 00
200 00
2C0 00
150 00
300 00

100 00
200 00
200 00
200 00

100 00
100 00
100 00
100 00
200 00
100 00
200 00
100 00

100 00
100 00
200 00

100 00
300 00

200 00
100 00

200 00
200 00
100 00
100 00
100 00
100 00
100 00
300 00

100 00
100 00
100 00
200 00
100 00

Nova ticotia.

Abbots Harbour. . .
Advocate Harbour.
Amherst

F. U. D. Entremont
R. Dewis Atkinson .
W. S. Tait

Annapolis 1J. Lindgren .

May 23, 1901..

May 2, 1913. .

Sept. 30, 19J2..

July 7,1898..

450

22 00
4000

2u0 00
100 00
300 00
200 00

REVENUE FOR FISCAL YEAR 1913-19U

141

SESSIONAL PAPER No. 21

LIST OF HARBOUR MASTERS— Continued.

'Nova Scotia — Continued

Port.

Harbour Master.

Date of
Appointment.

Gross Remunera-
Collections. tion.

Annapclis Royal

Apple River

Arichat

Aspotogan

Aspy Bay

Baddeck

Barrington

Bayfield

Bay Shore

Bay St. Lawrence ... .

Bear River

Beaver Harbour

Belli veau Cove

Big Harbour

Bourgeois

Bridgewater

Big Bras d'Or

Big Pond

Canning

Cape Breton Pier

Cape Canso

Cape Negro

Chebogue

Chester

Cheticamp

Clark Harbour

Clementsport

Country Harbour

Cow Bay

County line to Grand

Narrows

Cranberry Pt

Descouse

Digby

East Bay

East Jeddore . . .

English town

Fourchu

Freeport

French Village. .

Fuches Cove

Gabarus

Getsons Cove ....
Gillis Point East .

Grand Narrows .

Green Cove

Glace Bay

Glasgow and C.B.

Sydney

Great Bras d'Or

Guysborough

Halifax

Halifax Harbour . . , .

Hantsport

Hawkesbury

Hubbards

Indian Bay

Ingonish (North Bay).
.. (South Bay).

Pier

See Annapolis.

W. Green

Chas. V. Herbin . .
See NorthwestX-ove.
See Bay St. Lawrence.

F. L. McFarlane

K. L. Penny

D. Sutton

See Port Lome.

J. VV. Fitzgerald

Wm. McFadclen

H. Hawbolt

F. LeBlanc

D. G. McKenzie

See River Bourgeois.

W. Oakes

D. Carey

Vacant.

F. A. McBride

See Glasgow.

Geo. Oliver

R.D.Perry

W. L. Jenkins

X. C. Corkum

F. Aucoin

J. G. Nickerson

J. McCain

See Isaac's Harbour.
See Port Morien

Vacant.

See Little Narrows.

A . Langlois

H. Anderson

D. McGinnis (Ronald's

sen) . .

See Jeddore

Sf e St. Anns

A. B. Hooper

F. B. Prime

See St. Margaret's Bay
See St. Anns.

Geo. Harris

See Lahave.

See Little Bras d'Or

Lake.
See County line to

Grand Narrows.
See Port Maitland.
See Little Glace Bay.

A. McQuarrie

See Big Harbour.

T. O'Connor

F. G. Rudolf

J. C. Watson

Wm. McCulloch . . .
See Port Hawkesbury

N. C. McLean

See Jordan Bay .

Angus McLean

J. C. Williams

May

Nov.

Mar.
June
Mar.

Dec.
Sept.
Sept.
Dec.
April

Jan.
Feb.

24, 1U1.
27, 1913.

6, 1909.

8, 1914.

22, 1910.

27. 1897.
22, 1888.

6, 1912.
18,1908.

28, 1896.
12, 1912.

Jan. 18, 1913.

Feb.

May

Sept.

July

April

May

Oct.

Dec.
June

14, 1905.
18, 1881.
28, 1912.

8, 1896.

15, 1876.
23,1901.
18, 1898.

23, 1911.
19, 1902.

April 5, 1886.

April
May

25, 1912 .
2, 1912.

Feb. 22, 1911

Oct. 30, 1880.

April
May
Nov.
Jan.

2, 1913.
13, 1910.

16, 1912

17, 1892

Nov. 5, 1913.

April

Nov.

21, 1910.
25, 1912.

p.c.

15 50

1700
150

23 00

15 00

9 00

173 50

200
550

18 50
32 50

63 50

77-50

1,822 50
47*50

10 00
9 00

200 00
200 00

100 00
200 00
200 00

200 00
100 00
100 00
200 00
100 00

200 00
200 00

200 00

150 00
200 00
200 00
100 00
100 00
200 00
150 00

100 00

200 00

100 00

100 00
200 00

100 00

Net
Collections.

300 00

100 00

1,800 00

100 00

300 00

200 00

200 00
100 00

22 50

142

MARINE I \ D FISHERIES

5 GEORGE V., A. 1915
LIST OF HARBOUR MASTERS— Continued.

Nova Scotia — Continued.

Port.

Ingram River

International Pier,Sydney

Isaacs Harbour

Jeddore

Joggins Mines

Jordan Bay

Kelly Cove

LaHave

L'Ardoise, Upper

ii Lower

Larrys Road and River . .

Lingan

Liscomb

Little Bras d'Or Lake. . . .
it n Harbour.

Little Glace Bay

Little Narrows

Liverpool

Lockeport

Louisburg

Lower East Jeddore

Lower L'Ardoise

Lower Port Latour

Lunenburg

Mabou

Mahone Bay

McNair Cove

McKinnon Harbour. . . .

Main a Dieu

Marble Mountain

Margaretsville

Margarets Bay

Margaree

Marie Joseph ...

Merigomish

Meteghan Harbour ...

Meteghan River

Middle South Harbour. .

Mills Harbour

Musquodoboit

New Haven

New Campbellton

Neils Harbour

Noel

North port

Northeast Harbour

North Gut

Northwest Cove

Ostrea Lake

Parrsboro

Petite de Grat . . .

Petite Riviere Bridge. . .

Plaster Harbour

Port Beois

Port Geortre

Port Greville

Port Hawkesbury

Port Hastings

Port Hood

Port Latour ,

Harbour Master.

E. Huntley

M. J. Neville. . ,

T. D. Cook

J. F. Jennox .
A. Brine. ...

F. P. Thorburn.
Vacant

G. H. Zwicker . ,

Geo. Burke.
See Torbay .

L. Wilson

V. McLean

J. M. LeBlanc.
E. D. Rigby .

W. G. Hemeon

G. J. Locke

R. D. Kerr

J. Townsend, Sr., dep-
uty harbour master..
See Jeddore.
See L'Ardoise.
See Port Latour.

T. B. Heckman

J. Mclnnis

A. Huson

R. McEachern

D. Y. McNeil

Vacant.

D. McDonald

Vacant.

H. G. Garrison

F. P. Chiasson

Chas. A. Dixon

T. B. Olding

J. McLair

L. A. Comeau

See Lunenburg.

Thos. Williams . .
H. A. McLeod. . . .
See Big Bras d'Or.

R. Payne . .

J.B B. O'Brien.

J. Davis

See Cape Negro.
See St. Anne.

A. Setter

See Musquodoboit.
W. R. Huntley...

E. Bois

J. N. Parks

Vacant.

See Big Harbour.
Chas. B. Weaver
-Y. Graham .

John Lamey

G. L. McLean

J. H. Murphy, Jr.
Wm. Sholds

Appointment.

Jan.

Oct.

June

Aug.

Jan.

Mar.

19, 1907.

30, 1880.

19, 1900.
5, 1912
2, 1813.

11, 1901.

Feb.
Aug.

25, 1875.
29, 1884.

Feb.
Sept.
Oct.
May

20, 1900.

23, 1907.

9, 1909.

8, 1884.

Jan.

April

July

3, 1912.
21, 1906.
26, 1912.

May 1, 1899.

Oct.
July
Feb.
Mar.

Oct.

1, 1909.
11, 1900.
18, 1908.

8, 1875.

9, 1909.

July 26, 1892.

Feb.
Mar.
Feb.
Mar.
Oct.
June

14, 1902.

6, 1909.

2,1907.
11, 1910

8, 1906.

1, 1897.

May

Aug.

July

April

Dec.

31, 1905
17, 1889.

15, 1905.

7, 1813.

21, 1903.

May 22, 1912.

May

Feb.
April

May

April

Ji-ne

Feb.

July

Feb.

8, 1912.

9, 1912.

27, 1888.

1, 1877.
27, 1909.

2, 1909
15, 1908.

9, 1875.
18, 1898.

Gross
Collections.

$ cts .

60 50

350 50

12 50

5 00
22 50

5 50

50 50

9 00

1 00
22 50

121 50
420 66

186 00

0 50

20 50

3 50

1 66

8'()6

14 00

1 00
12 50
14 50

1 50

67 00
8 50

25 00
101 50
104 50

3 50

Remunera-
tion.

$ cts.

100 00
300 00
100 00
100 00
200 00
150 00
100 00
300 00

100 00

200 00
100 00
200 00
200 00
100 00
200 00
100 00
200 00

150 00

200 00
100 00
200 00
150 00
200 00

200 00

100 00
100 00
100 00
300 00
100 00
100 00

100 00
100 00

100 00
200 00
100 00

200 00

300 00
200 00
100 00

150 00
20O00
200 00
200 00
200 00
200 00

Net
Collections.

REVENUE Fdli FISCAL YEAR 1913-19V,

143

SESSIONAL PAPER No. 21

LIST OF HARBOUR MASTERS— Continued.

Nora Scotia — Concluded.

Port.

Port Lome

Port Maitland

Port Morien

u Mulgrave

.. Midway

h Philip

„ Wade

Pubnico

Pugwash

C^ueensport

Ritceys Cove, see River-
port

River Bourgeois

River Hebert.
River John. .

Harbour Master.

St. Anns Bay

St. Marys River

St. Peters Harbour. . . . .

St. Margarets Bay

St. Ann's Harbour

Sable Cape Island

Sambro

Sheet Harbour

Shelburne

Sherbrooke

Ship t- arbour

Sonora

South Bar

South West Cove

Sydney

Spencers Island

Tangier

Tenny Cape

Tatamagouche

Tidnish

Tiverton

Torbay

Tusket

Upper L'Ardoise

Upper Port Latour.

Victoria Pier (South Bay)

Wallace

Wedge Port

West Arichat

Walton

West Bay

Westport

West River

Weymouth

Whitehead

Whitehaven . . .
Whycoconiagh . .

Windsor

Wolfville

Woods Harbour.

Washabuck

Yarmouth

F. Beardsley

T. W. Raymond
H. McDonald...

Jos. Moore

J. Hopking

Vacant .

A. Homes

P. Belli veau. . . .
Peter Stewart. . .
Alex. Carr

F. J. C. Creaser

E. C. Bouchie

Dan;l Fougere, Deputy

Harbour Master ...

W. Y. Theal

Campbell

D. McAskill

S. E. Pride ....

P. McNeil

See Margaret's Bay.

Alex. McLeod

See Clarkes Harbour.

H. W. Smith

Pat Coady

J. M. Jordan

See St. Marys River.

H. Siteman

See St. Marys Ti iver.
See Victoria Pier.
See North West Cove.
See International Pier,

B. McLellan

Alex. Mason

Wm. Stephen

Wm. Rielly

R. B. Davidson

J. Blackford

I. Fougere

C. Doucette

See L'Ardoise.

See Port Latour.
Vacant.

f . D. Patton

H. A. Leblanc

L. Forest

J. W Weir

Vacant.

W. B. Welch

Albert Dak in, Deputy

Harbour Master

See Sheet Harbour.

A. Beaton

Levi Munroe

See Whitehead.

N. Matheson

C. W. Baird

J. L. Franklin

G. Nickerson

See Little Bras D'Or.
R. M. Ferguson. . .

Appointment.

Gross
Collections.

cts.

June 9, 3897.

Feb. 20, 1^14.

Mar. 3, 1879.

Jan. 20, 1912.

Feb. 13, 1903.

Dec. 10, 1912.

Nov. 25, 1911.

Mar. 16, 1912.

Feb. 20, 1914.

Jan. 8, 1901.
April 9, 1886.

Aug. 12, 1889.
July 24, 1905.
1, 1891.
2 1913.
20, 1914
17, 1883.

lune
May
Mar.

Sept.

April 16, 1909.

Feb. 18, 1913
Aug. 5, 1912.
May 13, 1912.

Feb. 22, 1911.

Victoria Pier, G

May 22, 1899..

July 19, i912..

Sept. 16, 1912..

June 1, 1900..

Feb. 19, 1910..

April 3, 1900..

Aug. 25, 1903..

Nov. 21, 1902. .

Feb.
Mar.
May
Nov.

Dec.

Mar.

Mar.
Feb.

July
April

£Ug'
Nov.

14, 1898.

3, 1911.

25, 1910.

25, 1911.

21, 1912.

30, 1914

11, 1912.

8, 1909.

6, 1909.

10, 1912.

16, 1901.

29, 1913

April 27, 1912.

29 50
6 50

25 50
28 00
32 00

33 50
3 50

3 50
33 66

75*50'

19 50

175 '66'

3 00

lasgow.

14 00
9 50

6 00
8 00

1 00

67 50
49 50

Remunera-
tion.

$ cts.

123 00
3 50
8 50

209 50

Net
Collections.

ooo o o
o o o o o

oo o oo

200 00
100 00
100 00
100 00

100 00
100 00

Pd.byH.M.

100 00
100 00
200 00
200 00
200 00

200 00

200 00
200 00
200 00

100 00

100 00
200 00
200 00
200 00
100 00
100 00
200 00
100 00

100 00
100 00
100 00
200 00

100 00

200 00

100 00
300 00
100 00
200 00

250 00

cts.

144

MARINE AXD FISHERIES

5 GEORGE V., A. 1915
LIST OF HARBOUR MASTERS— Continued.

Prince Edward Island.

Port.

Harbour Master.

Appointment.

Gross
Collections.

Alberton

Bay Fortune

Brudenell

Cardigan River Bridge. .
Cardigan River to Mitchell
River. . .

Cove Head

Charlottetown and Hills-

boro River. .

Crapaud

Egmont Bay

Georgetown

Grand River

Grand Tracadie

Hillsboro

Malpeque

Miminegash

Montague Bridge

Murray Harbour

Murray River

New London

Pinette,

Port Hill

Pownal

Rollo Bay

Rustico

St. Peters Bay

Souris, East and West..

Summerside

Ti^nish

Tracadie

Tryon

Upper Cardigan River.
Vernon River Bridge . .

West River .

Woods Island

A. Kinch

J. R. Coffin. . .
J. A. Gordon .
H. McDonald.

See Upper Cardigan

River.
M. Kielley

Jos. Ryan

W. Myers

H. Reeves

Sam Hamphill

I. Howlett

Jas. McAulay

See Charlottetown. •
Vacant.

M. TX Lao.y

Vacant

G. Billard

Vacant.

J. Delaney

•J. D. McDonald
Vacant.

M. Haley

Vacant.

T. Pineau

Geo. Barry

Jos. Tierney

Jno. Matheson

J. E. Richards

See Grand Tracadie.
Vacant.

D. McKenzie

J. Finlay

Vacant.

Jas. Young .

July
Apr.
Oct.
July

19, 1912.

29, 1878.

26, 1905.

2, 1878.

Apr. 23,1914.

May
June
May
Dec.

Aug.
Apr.

Jan.
Oct".

30, 1914,

30, 1913.

Apr.
Oct.

28, 1914 .
22, 1913.

Mar. 30,1897..

June
May

Feb.
Sept.

June
Oct.

9, 1914.
3, 1901 .

15, 1905.
8,1907.

16, 1912.

14, 1913.
9, 1884.

May 22, 1899.

$ cts

3,1912..! 150 50

17, 1874.. |

16, 1913 J 1 00

17,1912..;

26, 1912. .1

8, 1910..!

4 00
0 50

30 50

2 00

Remunera-
tion.

Net
Collections.

$ cts.

200 00
200 00
200 00
200 00

100 00

400 00
200 00
200 00
200 00
200 00
200 00

100 00
200 00
200 00

200 00
100 00

100 00

200 00
200 00
200 00
200 00
100 00

100 00
200 00 I

100 00

$ cts.

British Columbia.

Chemainus

Comox

Ladysmith

Nanaimo (Departure Bay)
New Westminster now

Snug Harbour

Vancouver

Victoria-Escpjimalt

Prince Rupert

Quadra

Union

L. G. Hill

B. S. Abrams . . .

I. E. Lowe

J . S. Knarston . . .
under Hbr. Com
J. W. Davies

A. H. Reid...
C. E. Clarke .
E. McCroskie.
Vacant .
See Comox. . .

April 24, 1906.

June 12, 1914.

26, 1912.

Oct. 26, 1905.

July 19, 1911.

Jan. 30, 1911.

Nov. 3, 1894.

Mar. 16, 1912.

[

16 50

1300

382 00

211 00

3 00

866 50

657 00

242 50

302 50

200 00

500 00

400 00

200 00

600 00

200 00

266 50

57 00

102 50

REVENUE FOR FISCAL TEAR 1913-191 Jt

145

SESSIONAL PAPER No. 21

Statement of Sick Mariners' Dues during the Fiscal Year ending March 31, 1&14.

Name of Port.

Amount.

Name of Port.

Amount.

Quebec.

$ cts.

70 08

7,030 40

185 33

72 20

8,236 32

161 51

1,246 74

80 65

60 08

Nova Scotia— Con

S cts .
18 17

Lunenburg

286 13

Gaspe

1,082 74
316 90

Parrsboro

Pictou

273 09

100 89

Quebec

Port Hood

Shelburne

14 10
61 66

Sydney

3,541 80

Sorel

Truro. . . .

Weymouth

4 91

Three Rivers

181 53
903 21

17,148 32

426 88
653 86
608 82

49 41
696 07
413 20
108 58

51 82
7,598 36

71 10

10,678 10

Yarmouth

404 83

British Columbia.
Nauaimo

New Brunswick.

25,339 91

Campbellton

Dalhousie

2,512 16

Fredericton

New Westminster

Prince Rupert

97 99

532 15

5,206 47

Sackville

Victoria

Prince Edward Island.

8,778 51

St. John

17,127 28

' 282 26

294 90

191 69

0 81

13 50

56 48

11 37

340 85

42 81

132 72

16,968 99

3 13

92 70

Summerside

Grand Total of Provinces.

Quebec

New Rrunswick

Nova Scotia

73 62

*355 88

Annapolis Royal

Arichat

Barrington

17,148 32
10,678 10
25,339 91

Canso ...

British Columbia

17,127 28

Bigby

Halifax

Prince Edward Island

355 88

Liverpool

70,649 49

21—10

146

MARINE AND FISHERIES

5 GEORGE V., A. 1915

Marine Registers, Fees, 1913-14.

Name of Port.

Amount.

Name of Port.

Amount.

Ontario.
Kingston ...

$ cts.

3 05
1 00
3 92

7 97

6 40

8 96

Manitoba.
Winnipeg

British Columbia.
Victoria

Prince Edward Island.

$ CtP.

1 20

Ottawa

Toronto

Total

' Quebec.

Montreal

Quebec

15 92
1 00

Total

15 36

Nil.

3 40
25
5 00
1 40
1 35

Totals.
Ontario

New Brunswick.

Nova Scotia.

7 97

Halifax

Quebec

Nova Scotia

New Brunswick

Manitoba

British Columbia

15 36

1L 40

Liverpool

Lunenburg

1 20

Shelbonrne

15 92

Prince Edward Island

1 00

Grand total

Total

11 40

52 85

Signal Station Dues.

Name of Port.

Amount .

Province of Nova Scotia.
Halifax . .

$ cts .
751 00

REVENUE FOR FISCAL YEAR 1913-19 V,

147

SESSIONAL PAPER No. 21

Statement of Steamboat Inspection Fees Collected during the Fiscal Year

ended March 31, 1914.

Name of Port.

Amount.

Name of Port.

Amount.

Ontario.

$ cts.

45 68
138 40

184 08

146 16

602 00

1,258 56

92 64

115 44

6 47

1,473 11

British Columbia.

Vancouver

Victoria

Total

Total of all Provinces.

Ontario

Quebec

New Brunswick

Nova Scotia

$ cts.
615 20

Windsor

Total

534 SO
1,150 00

Quebec.
Quebec

New Brunswick.
St. John

Nova Scotia.

Halifax

Kentville

184 08
146 16
602 80

North Sydney

1,473 11

1,150 00

Total

3,556 15

Statement of Expenditure of Marine Branch from Confederation to March 31, 1914.

$ cts.

1868 371,070 56

1869 360,899 90

1870 367,189 11

1871 389,537 12

1872 518,958 49

1873 706,817 92

1874 845,150 90

1875 844,586 09

1876 970,146 27

1877 820,054 38

1878 786,156 23

1879 755,359 47

1880 723,390 89

1881 761,730 62

1882 774,831 53

1883 825,010 82

1884 927,241 61

1885 , 1,129,90114

1886 980,120 59

1887 917,557 31

1888 883,250 85

1889 1,023,80134

18W) 807,417 53

$ cts.

1891 885,410 11

1892 861,426 80

1893 898,720 03

1894 905,654 34

1895 895,828 28

1896 793,634 49

1897 867,772 90

1898 856,192 50

1899 1,102,601 90

1900 982,561 97

1901 1,029,925 32

1902 1,501,618 as

1903 1,671,494 77

1904 2,150,940 31

1905 4,747,722 81

1906 5,066,252 66

1907 3,637,599 82

1908 5,374,774 18

1909 4,692,806 85

1910 4,197,420 24

1911-12 4,911,140 67

1912-13 5,213,223 55

1913-14... 5.828,027 37

21— 10*

148 MARINE AND FISHERIES

5 GEORGE V., A. 1915

APPENDIX No. 6.

METEOROLOGICAL SERVICE.

Toronto, May 1, 1914.

Sir, — I have the honour to submit the forty-third annual report of the Meteoro-
logical Service for the fiscal year ended March 31, 1914, with appendices A and B
reports of the observatories at Quebec city, Que., and St. John, N.B.

Reports have been received at the central office from 657 stations, including
telegraph reporting stations, climatological and storm signal stations. For various
duties in connection with the service, 322 persons, chiefly observers, have been in
receipt of remuneration, and of this number thirty-six were employed in the central
office.

The collection of reports from over 500 climatological stations, the computation
of mean values, and the preparation of abstracts for publication entail an enormous
amount of work in the statistical branch of the head office, but changes of method
and the reorganization of this work noted in my last report have worked out satis-
factorily, and the issue of reports has been facilitated. Still further improvement
is expected during the coming1 year.

A new branch of the service has been inaugurated for the study of agricultural
meteorology, with Mr. R. W. Mills, B.S.A., in charge. The importance of scientific
investigation of the relationship between the weather and the growth of crops has
thus been recognized, and it is proposed to co-operate in the scheme outlined con-
jointly by the " International Meteorological Committee " and the " International
Institute of Agriculture."

FORECASTS AND STORM WARNINGS.

Bi-daily synchronous weather charts have been compiled on every day throughout
the year, Sundays and holidays included, based on telegraphic reports from thirty-
nine stations in Canada, 100 from the United States, five from Newfoundland, and
one from Bermuda. These charts have formed the basis of the forecasts and storm
warnings which have been issued from Toronto for all the provinces, exclusive of
British Columbia. Nearly every newspaper in the Dominion has published these
forecasts, and in addition to this journalistic dissemination, special copies of all
weather bulletins have been distributed quite widely in the larger centres of popu-
lation, and at the seaports. Arrangements have also been made for a more general
distribution of the forecasts over the various provincial telephone systems, and the
Bell Telephone Company has agreed to furnish the forecasts free of charge to all their
subscribers connected with a central exchange to which a weather bulletin is fur-
nished. The daily bulletin compiled in Winnipeg, and including some forty-four
reports from places in the western provinces, as well as the central office forecasts,
has been improved and more widely distributed both in Winnipeg and the larger
centres of the West.

Storm warnings have been issued to 111 display stations in Canada and four in
Newfoundland, and of 2,271 warnings issued 95 per cent were verified by subsequent
high winds; 304 warnings were received late, 186 owing to issue, and 118 owing to
telegraphic delays. The storm-signal mast has been transferred from Port Hastings
to Point Tupper, N.S.

METEOROLOGICAL REPORT 149

SESSIONAL PAPER No. 21

Forecasts have been telegraphed twice daily to Newfoundland, and storm warn-
ings were issued when it was deemed expedient. In all no less than fifty-four
separate warnings were sent, covering 181 stations, but so far no word of any kind
has been received from that country, as to the verification of the warnings which,,
the records of the salaried observers seem to show, have been most satisfactory.

PHENOLOGICAL OBSERVATIONS.

A valuable work performed at the central office has been the collection of pheno-
logical statistics by observers and others connected with the meteorological service,
and this has been done under the supervision of Mr. F. F. Payne.

MAGNETIC OBSERVATIONS.

Kecords of the various magnetic elements were secured at the observatory, Agin-
court, without interruption throughout the year. The zeros of the differential photo-
graphic recording instruments were determined by absolute observations as formerly,
weekly for declination, and twice monthly for horizontal force. Absolute observa-
tions of inclination were made weekly with the Toepfer Earth Inductor.

Westerly declination has increased from 6° 17-1' in March 1913, to 6° 22-4' in
March 1914. The horizontal force has decreased from 0-16150 C.G.S. units to 0-16099,
and the inclination has increased from 74° 40-7' to 74° 41-7'.

The year was marked by the absence of large magnetic disturbances and the very
infrequent occurrence of even smaller disturbances; 233 days were classified as calm,
126 as lightly disturbed, and six days as disturbed. The largest disturbance of the
year occurred on May 5 and 6. The range of declination during the disturbance was
55'-0 and in horizontal force the range was 121.

The mean diurnal range of declination varied from a maximum of 12-5' in August
1913, to a minimum of 4-2' in February 1914, whilst that of horizontal force varied
from a maximum of 38y to a minimum of 10y in corresponding months.

During the year, index corrections for the magnets attached to eighty-eight sur-
veyors' theodolites were determined, and supplied to the Surveyor General.

Assistance and instruction were given to several surveyors in the use of the total
force instrument, and in the determination of their constants, both before and after
their field work.

Assistance was also given to Mr. French, of the Ottawa Dominion Observatory, in
getting comparisons between his field instruments and the Agincourt standards.

Mr. W. H. McKinlay, who was appointed to the Steffansson expedition as magne-
tician, was given thorough instruction in the use of the magnetic instruments, and
was furnished with all necessary instruments and books for properly carrying on mag-
netic survey work.

A collaboration of the magnetic data obtained since 1872 at Toronto and Agin-
court is also in progress, by Mr. W. E. Jackson, B.A., who, with Mr. William Menzies^
carries on the work of the magnetic observatory.

TIME SERVICE.

During the year ended March 31, 1914. seventy-one determinations for time were
made by transit of stars, and eleven solar transits in the meridian with the 3-inch
Troughton & Simms transit instrument. The sky was very much clouded during the
autumn and early winter months. The positions of the stars have been taken from
the American Ephemeris and Berliner Jahrbuch. The collimation error of the transit
instrument has been determined by the usual method of reversal on polaris and in con-
junction with that of the instrumental azimuth by star transits in reverse position of
the axis, using the method of least squares in their computation.

150

MARINE! AND FISHERIES

5 GEORGE V., A. 1915

Time has been given over the telegraph and telephone lines to all inquirers. A
greatly increased demand is now being made on the time service, and to meet this
there is now being installed one of the large kk Magneta Clocks " of four circuits, cap-
able of controlling 120 secondary clock units, and also a new seconds mean time clock,
in the main building for convenient use in giving time over the telephone. Both these
clocks are being equipped for synchronization with the standard mean time clock in
the clock room. With this additional increase to the present clock equipment, the
time service will be in a position to control and synchronize any of the master clocks
running large secondary clock systems in various parts of the city.

The usual time exchanges between Toronto and Quebec, Montreal and St. John,
X.B., have been made, being recorded on the chronographs at Toronto, Montreal, and
St. John. The errors of the clocks have been computed from the latest observations.
The 11.55 a.m. signals have been given over the fire alarm systems throughout the year.

Time has been given weekly to the magnetic observatory at Agincourt, and daily
to the Canadian Northern Railway, running out of Toronto.

The following table will show the differences between the times at the several
observatories and that at Toronto. The sign + indicates slow of Toronto.

Date.

1913.

April 11
April 25
May 9.
May 30. ,
June 13.
July 11.

July 25

August 29

September 19 ,
October 10. . . ,
October 31, . ,
November 14
November 28,
December 19.

1914.

January 16 . .
February 6 . .
February 27 ,
March 30...

Montreal.

-1
-2
+ 1
-2
-1
-2
-1
I 0
2
-2
-1
-1
-1
-1

-3 61
-1-45
+ 004
-1-31

Quebec.

nds.

Secor

-0

-1-

■05

-i-

-0

+ 0

+o-

•35

+o-

•51

-o-

•53

+o-

- 1

+ 0

74
46

•49

•31
49
05
53

•34
12

•03
03

•95
06
32

+ 0-22
+ 101
+ 241
+ 0 32

St. John.

Seconds.

-0 50
-0 51
-Oil
+ 043
-072
-015
+ 054

-C-48

-067
+ 017
-019
-052
-010

-158
-0 10
+ 0-85
- 0 33

SOLAR OBSERVATIONS.

The sun was observed upon 144 days, on 130 of which it was without spots. From
April 1 to September 8, 1913, was a period during which the sun was spotless as far
as the observations taken would show, but quite a number of cloudy intervals was
experienced. The following are the days on which spots were seen: —

1913. September 8; October 6, 7; November 24, 25; December 11, 12, 30.

1914. February 2, 3, 5; March 16, 17, 31.

Maps of these days were made showing the position of the spots — the north, south,
east and west points of the sun's disc being shown; also the sun's axis and equator.

PHYSICS BRANCH.

The exploration of the upper atmosphere by means of balloons and kites has been
continued satisfactorily, as fourteen records of pressure and temperature from heights
ranging between 5 and 10 miles above the earth's surface have been obtained.

METEOROLOGICAL REPORT

SESSIONAL PAPER No. 21

The following table gives a summary of the balloon records: —

151

Date.

1913.

May 6

May 9

August 6

September 4 . . . .

October 1

November 5

November 7

December 4

1914.

January 8

February 2

February 3

February 5

February 6 . ...

-88

7 5

-71

7'2

-59 ,

-98

-76

7 7

-98

7-2

-83

-61

-59

-57

-76

-63

-78

13 0
9 9
8-1

10-9
9.4
9.1
7.8
6.6

7-7
96
7'8
65
62

t
E

-74

NE.

-69

-58

-80

sw.

-76

-91

SE.

-80

-59

SE.

-51

-69

-61

NW.

-55

-78

193

176

211

105

152.0
142 3
182 1
193 2
220 0

N. 65 E.
S. 80 E.
S. 60 E.
S. 40 E.
S. 75 E.
S. 22 E.
N. 65 E.
S. 40 E.

S. 78 E.
S. 84 E.
N. 70 E.
N. 70 E.

N. 86 E.

A— Height in miles to beginning of stratesphere.

B— Temperature Fahrenheit at beginning of stratesphere.

C — Greatest height, in miles, reached by balloon.

D — Temperature Fahrenheit at greatest point.

E — Direction balloon travelled at starting point.

F — Distance, in miles, of point where balloon fell from starting point.

G — Bearing of point where balloon fell from starting point.

A continuous record of the potential of the air has been obtained from the self-
recording electrometer, and, when possible, daily observations of solar radiation have
been obtained from the Angstrom Pyrheliometer.

SEISMOLOGICAL OBSERVATIONS.

The Milne seismographs at Toronto and Victoria, B.C., have been kept in opera-
tion throughout the year, and no change has been made in the adjustments of the
instruments, the booms being kept at a period of 18 seconds. There has been a marked
absence of any very large movement. The total number of disturbances recorded at
Toronto was 105, and at Victoria 98, of which 85 per cent were less than 1 millimetre
in amplitude. The most important of the series were on May 30, June 26, August 6,
October 2, and March 30, the maximum amplitude varying from 3 to 10 millimetres.
The earthquake centre of the quake of June 26 was in the Tonga group of islands;
that of August was in Peru; October 2 in the Panama zone, and March 30 probably
in the Caribbean sea. On February 10, at 1 h. 32-5 m., was recorded a pronounced
local earthquake, the swing of the boom being 2-3 mm. This earthquake was felt
throughout Ontario, Quebec, New England and New York States, and as far south as
Washington, D.C. It was still more severely felt in the St. Lawrence valley. In
Toronto, pictures on the walls swayed, and tall buildings perceptibly vibrated; no
damage was done. The last local quake recorded by the instrument occurred on May
27, 1912, but was of less extent than that of February 10.

Monthly reports of all seismic tabulations, and copies of _ all the more important
records of disturbance are sent to the central earthquake observatory of the British
Association, and also to the International Seismological Institution at Strassburg,
Germany, and to various observatories.

The increased request for copies of our observations from all parts of the world
indicate a growing interest in seismology, and marks the importance of our Canadian
observations in helping to arrive at the solution of the laws governing disastrous earth-
quakes.

152 MARINE AND FISHERIES

5 GEORGE V., A. 1915

The number of chief and telegraph-reporting stations has not changed, but the
instrumental equipment has, in most instances, been augmented. The importance
of having a chief meteorological station in each province, to which persons seeking
information may either go or write, has been rendered very apparent by the useful
work performed at Victoria, Edmonton, and Moosejaw, respectively, the chief stations
for British Columbia, Alberta, and Saskatchewan. I hope in the near future to open
such a station in Manitoba, and to arrange for a broadening of the St. John Observa-
tory work in relation to the Maritime Provinces. New observers have been appointed
at Swift Current and White River in place of those who have resigned.

A small observatory building has been erected on Gonzales Hill, Victoria, B.C.,
which will afford better facilities for carrying on both the forecast work of British
Columbia, and the seismological research which, under Mr. F. N. Denisonrs
enthusiastic attention, has become one of the most important subjects of scientific
investigation in Victoria. Mr. Denison has been placed in charge of the new obser-
vatory and the forecasting, while Mr. E. Baynes Reed, remains in charge of the clima-
tological work which he has so ably conducted in the past.

A local meteorological office has been established in Vancouver, where persons
requiring information regarding the weather may apply. The daily time signals for
the port will also be given from this office, and ship captains may there have their
chronometers rated.

An observatory has also <been erected in St. John, N.B., where the accommodation
contained in the former building had become inadequate for both meteorological and
time service requirements. The report of the observatory is Appendix B.

Officers of the inspection division visited the following places during the fiscal
year, giving instructions, adjusting instruments, selecting sites, and performnig such
work as comes under the heading of " Inspection " : Port Hope, Cobourg, Deseronto,
Kingston, Prinyer, Picton, Fort Churchill, York Factory, White River, Nipigon, Ross-
port, Heron Bay, Grassett, Chapleau, Bisco, Sault Ste. Marie, Port McNichol, Sha-
winigan Lake, Nanaimo, Esquimaux Point, Harrington harbour, Natashquan, Long
Point of Mingan, Thunder River, Moisie, Seven Islands, Chicoutimi, Chicoutimi West,
Tadoussac, Sherbrooke, Stonecliffe, Winnipeg, Port Arthur, Fort William, Minnedosa,
Qu'Appelle, Moosejaw, Swift Current, Medicine Hat, Calgary, Edmonton, Prince
Albert, Battleford, Banff, Vancouver, Victoria, St. John, Grand Manan, St. Andrews,
Digby, Yarmouth, Parrsboro, Wolfville, Halifax, Truro, Point Tupper, Canso, Sydney,
North Sydney, Louisburg, Port Morien, Bay St. Lawrence, Dingwall, Neils Harbour,
North Ingonish, South Ingonish, Breton Cove, New Campbellton, Cranberry Head,
Alder Point, Glace Bay, Lower L'Ardoise, Petit de Grat, Port Hood, Grand Etang,
Cheticamp, Margaree harbour, Point du Chene, Richibucto, Bathurst, Caraquet, Ship-
pigan, Dalhousie, Point St. Peter, S. W. Point, Anticosti, Amherstburg, Pelee island,
Port Stanley, Parry Sound and Kamloops.

Close inspection of stations is essential to the proper and efficient carrying on of
the work of the service, and also to ensure that instruments are being kept in proper
adjustment, and that the regulations of the service are being interpreted in the same
uniform manner throughout the Dominion. It is expedient that an officer of this
service inspect localities in which it is proposed to establish paid stations of the
service, and also that the telegraph reporting stations be inspected at least once each
year.

METEOROLOGICAL REPORT

153

SESSIONAL PAPER No. 21

Climatological stations have been opened at the following places: —

BRITISH COLUMBIA.

Class II Alert Bay Miss A. Nevill.

II Britannia Beach J. W. D. Moodie.

II Boswell Mrs. K. Wallace.

II Cobble Hill A.Allen.

II Chinook Cove Malcolm White.

II Cranberry Lake : John Bocz.

II East Arrow Park Henry Miller.

II Fernie Charles E. Murphy,

II Fifteen mile Ranch, Pavilion, P.O L. Hoover.

II Gillis Bay P. A. Staaf.

II & S Invermere G. E. Parham.

III James Island \. . Wm. G. Round.

II Ladysmith . John Stewart.

II Mary Island James Milne.

II Okanagan Centre J. W. Fowler.

II Perry Siding E. W. Dawdney.

II Qualicum Beach Captain G. Lake.

II Sooke Lake J. P. McNeill.

II & S Sidney Samuel Spencer.

III Stamps Falls R. C. McNight.

II Vanvenby J. L. Moillette.

II Westley H. G. Slatter.

ALBERTA.

Class II Alsask F. C. Bohannon.

II Brazeau • G. Blyth.

III Clarinda Mrs. Francis Clark.

II Clareshohne J. C. Hooper.

II Expanse Coulee J. E. Lloyd.

II Edson P. F. Robin.

I Fort Smith

II Grande Prairie S. J. Webb.

II Jasper ... Lt. Col. S. Maynard

Rogers.

II Lloydminster H. M. Bennett.

II Medicine Hat Neil McKinnon.

II Perbeck. .... F. Saggers.

II Ronalane F.H.Kelly.

II Stony Plain W. D. Breckon.

II Sedgewick H. H. Mclntyre.

II Springdale D. G. Glyde.

II Suffield W. C. Hutchinson.

II Vermillion W. H. Scott.

III Battle Creek Angus MacKinnon.

SASKATCHEWAN.

Class II Strongfield A. Synder.

.. II Pelly H.N.Lea.

-i II Whitewood Joseph Callin.

ONTARIO.

Class II Big Chute, Buckskin Peter Ritchie.

II Bisco T. L. Barker.

II Chapleau . , A. L. Smith.

II Dryden R. G. Wiggle.

II Grassett J. H. Ruest.

II Grimsby North ! E. W. Bowslaugh.

II Heron Bay. C. A. Oehm.

Ignace John Davies.

II Morrisburg L. W. Barkley.

II Meaford Miss J. E. Barbour.

II Niagara Falls A. Collins.

II Nipigon J. J. Barker.

II Oscar N. F. Gale.

II Rainy River W. J. Harris.

IT Shoal Lake Charles E. Aitken.

II Sunbridge D. MacDonald.

II Savanne A. Brotherton.

II Sioux Lookout James White.

II Tobermory W. J. Smith.

II Wewaitin *. N. C. Power Co.

154

MARINE AND FlsiiURiES

5 GEORGE V., A. 1915

QUEBEC.

Class

Amos H. Authier.

Beaucev ille Rev. Fr. Antonin.

I Comfort Point A. R. Scharf.

I Causapscal Rev. Cure Z. Belles Isles.

Drummondville Rev. Fr. Romulus

Huberdeau R. J. L. Salomoni.

Huntingdon A. Sellar.

Joliette Rev. L. J. Morin.

La Loutre Rapids P. A. Shaw.

Murray Bay Rev. M. P. Hudon.

Maniwaki Rev. Sr. Ste. Valeria.

Megantic Lake Rev. Bro. Amable.

Nomining Rodolphe Mercure.

Nicolet Rev. J. A. Bellerin.

St. Lin des Laurentides Rev. Fr. Francis.

Stag Island : L. T. Bowes.

Tadoussac Rev. J. A. L. Blais.

Ville Marie Rev. J. B. Levesque.

NEW BRUNSWICK.

Class II Edmunston . J. C. Carruthers. ,

•i II & S Fredericton Experimental Farm W. W. Hubbard.

" II Grand Falls H. Callaghan.

». II Woodstock : M. Ryan.

NOVA SCOTIA.

Class II & S Kentville Experimental Farm W. S. Blair.

ii II Liverpool Miss J. E. Mullins.

n II Sutherland River E. W. Heurtley.

PRINCE EDWARD ISLAND.

Class II Summerside.

J. F. Lafferty.

Respectfully submitted,

R. F. STUPART,

Director

METEOROUXSIGA L REPORT

155

SESSIONAL PAPER No. 21

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156

MARINE AND FISHERIES

5 GEORGE V., A- 1915
Number of Predictions and Percentage of Fulfilment in each District, &c. — Concluded.

Ottawa Valley.

Upper
St. Lawrence.

Lower
St. Lawrence.

Gulf.

-c

Month.

■■c

§
■.13

CD
<42

72
CD

-a

>
bo

a)
"2

CD
>
4a

>>
4a

CD
>
43

1
4a

■-c

CD
>

■1 1

<*-i

CD
CD

«**

£*

525

fc.

525

|25

1913.

April

102

76
79
81

"■9

4
2
2

88-7

102

78
76

3
2

89
91

9 97
6 107
2 119

86
83

17
17

4
4

871

114
111
120

81
78
74

29
35

80-3

May . . . ...

3
3

83
76

June

July

110
93

90
76

2
9

90
86

0
0

110
92

92
79

16
4

2
9

9 124

0 105

8
14

9
4

126
115

82
84

34
11

10
20

78
77

August

94
93
99

18
13
19

88
90
82

3
9

92
93
99

78
76

12
12

2
5
7

88
82

3 122
2 103
8 119

89
70
80

28
29

12
5

81
81
79

6
6

121
111
122

93
76
91

17
21
24

14
7

83
77
84

November ....

December.. . .

116

85-8

117

8 127

84-6

127

85'8

1914.

103

102

85
72
80

11
18
17

7
3

87-9
87-1
86-8

103

102

86
75
80

10
14

7
3

3 103
1 94

3 118

86
81
89

12
14

13
1

85-4
92-o
81-4

114

100
119

98
86
85

6
10
24

4
10

886

February

91 0

March

81-5

Totals ....

.. ]

L187

952

183

8S-0

1185

963

173

98*

V 6138

1006

231

101

844

1400

1025

2£6

119

82-4

Maritime West.

Maritime

East.

Totals.

•tj

Month.

"■*3
o

T3
CD

CD
>

>
4a

CJO

T3
cd

>»

a
8

u->

«4_

525

1913.

April

May

11*

J 91

869

118

7 8

81-8

120(

) 947

195

87-0

10<

12(

lit

) 91

77
5 92
J 96

29
28
18

7?
81
8<3

4
•2
■6

109
117
126
118

90
74
95

1
3
2
1

7 2
1 12
5 6
5 5

90
76
86
89

5
1
4

1195
1241
133*
1257

5 939
875

208
273

115

87
81
84
85

July

i 999 252

August

998

144

September

12^

[ 90

■7

124

2 5

1255

' 929

245

October

105

■9

107

0 10

120*

] 892

228

November

12(

) 94

{

8£

■8

120

2 7

126^

916

265

December

12;

' " .91

831

131

3 11

790

1355

' 1023

267

85-2

1914.

January

12^

[ 951 14

823

124

90 1

7 17

794

1275

\ 993

167

113

846

February

IIS

J 85l 19

844

114

9 10

82-9

llli

> 918

146

88 8

March

121

L 90

85'5

121

7 5

847

1211

5 933

204

85 6

Totals ....

142:

J 1064

277

846

1429

1046 28

5 98

83 3

14911

) 11362

2594

963

849

METEOROLOGICAL REPORT 157

SESSIONAL PAPER No. 21

Appendix A.

QUEBEC OBSERVATORY.

Quebec, April 20, 1914.

The Director, Meteorological Service,
Toronto.

Dear Sir, — I have the honour to transmit my annual report for the year ending
March 31, 1914, as follows:—

All the meteorological observations were taken daily without interruption, and
the instruments are in very good order. A barograph, a hair hygrograph and a self-
recording rain gauge have been supplied to this station which is now provided with
most of the instruments of a first-class meteorological observatory.

The weather bulletin issued by the central office has been posted regularly at
the principal places of the city, and published in all the newspapers.

Inquiries respecting the weather conditions were very numerous, and statistics
were prepared and furnished to the public, and also given in many cases before the
courts.

Standard stars were observed on nearly every fine night, and the correct time
given by means of the time ball, the noon gun and by telephone.

Several chronometers were rated, and barometers compared with our standard
instrument and adjusted.

The present transit instrument has been in use for a considerable length of
time and the time service would be very much improved if it were replaced. The
equatorial telescope would require some repairs, but before putting it in good order
a new tower should be erected and the old dome replaced to protect the instrumnt.

During the month of February last, I was requested to report as to the pro-
posed improvements and necessary repairs to the buildings so as to make them in
keeping with the National Battlefields Park in which they are situated.

After conferring with the authorities of the National Battlefields Commission,
and taking the advice of the resident engineer of the Department of Public Works,
I deemed it my duty to report that a new building was needed.

I have the honour to be, sir,

Your obedient servant,

ARTHUR SMITH,

Director, Quebec Observatory.

158 UARINE AND FISHERIES

5 GEORGE V., A. 1915

Appendix B.

Meteorological Service,

St. John Observatory.,

St. John, N.B., April, 1914.
R. F. Stupart, F.R.S.C.,

Director, Meteorological Service,
Toronto.

Sir, — I have the honour to submit the following report upon the operations of
the observatory at St. John for the fiscal year ending March 31, 1914.

METEOROLOGICAL SERVICE.

The usual meteorological observations, reports, and records have been continued
without interruption. No changes have been made in the exposure of the instru-
ments; all are in a most satisfactory condition. The bi-daily observations made at
9 a.m. and 9 p.m. have beeen immediately telegraphed to the central office at Toronto.

Requests for statistical information from the records were answered by letter,
telephone, and to persons calling at the office; this considerably increases the clerical
work, and during the past year these demands have been decideoUy active. Adjust-
ment of claims for demurrage, damage to goods in transit, etc.,. by frosts, gales, and
heavy precipitation are made by reference to our wind and weather records. Requests
for climatological statistics covering this district have been only partially dealt
with, as the particular information sometimes required is not fully available here.
In addition to the daily and monthly synopses supplied to the press, special items
during periods of stormy, extreme and other conditions of interest to the public, are
furnished for publication.

Through the courtesy of the New Brunswick Telephone Company, the Toronto
forecasts are at the opening hour sent to all their offices where they are posted on
forms supplied by the Meteorological Service. This extensive and valuable dissem-
ination of the forecasts is most useful in localities where they are not available by
telegraphic facilities.

WEATHER BULLETIN.

The daily weather bulletin has been issued each working day throughout the year,
without change in form but with increased circulation. Immediately upon receipt of
the telegram from the Central Office at Toronto, copy is typed and sent to the printer.
It is promptly posted in public places, and distributed through the mail. Copies are
supplied to and fully published by the afternoon newspapers, with the addition of local
meteorological conditions. The forecasts, synopses, and reports from other stations
contained in the bulletin are highly and justly valued by mariners, builders, shippers,
and numerous interests affected by weather changes. The forecasts are immediately
repeated to long distance telephone and their information bureaus, as well as to in-
numerable telephone calls. The day and night storm signal messages from Toronto are
immediately forwarded by telephone direct to the display stations at Quaco and Point
Lepreaux.

METEOROLOGICAL REPORT 159

SESSIONAL PAPER No. 21

TIME SERVICE OE THE MARITIME PROVINCES.

Observation for time with the meridian telescope have been made nearly every
clear night to determine the errors and rates of the standard sidereal clocks. The
transit micrometer method has been used entirely, the observation and clock signals
being recorded on the chronograph are afterwards scaled and the clock errors com-
puted.

CLOCKS.

The Rifler sidereal was subjected to considerable disturbance from heavy blasting
the nearby site of new post office building, and from this cause could not be depended
upon during a greater part of the year. The heavy blasts frequently caused this fine
clock to jump from three to ten seconds. The Kullberg sidereal, alongside of the
Riefler, in the basement constant temperature clock room was not so decidedly affected,
and was depended upon during periods of cloudy weather to carry its rate, checked by
frequent observations. In May, a Riefler invar pendulum compensated for air tem-
perature and its stratifications, was fitted to the Kullberg clock ; this clock is now giv-
ing most satisfactory results. In January, it was moved from the clock room to office
and at the end of March the Riefler clock was dismounted to enable the transference
of the stone piers to the new building nearing completion. The mean time transmit-
ting clock and the mean time master clock which is used for hourly synchronizing
electric clocks in this city have been giving most satisfactory service. Several addi-
tions have been made to the number of clocks on the hourly synchronizing circuit, the
most important being the tower clock in Trinity church (known as the town clock).
This was done by removal of the pendulum and the substitution of a half-minute
magnetic release, electrically connected with a sub-master clock in the vestry, which
is hourly corrected by the observatory signal.

The daily time signal sent over the Western Union wires for the two minutes end-
ing at 10 a.m. of the 60th meridian is made use of by mariners at our seaports for
chronometer comparisons, and is the standard of time for the Maritime provinces.
The signal is automatically sent direct from the transmitting clock. At other hours,
time signals are transmitted by request through telegraph or telephone, the beats from
the clock relay being distinctly audible through long distance telephone. Since early
in the year the 10 a.m. signal has been daily transmitted to Prince Edward Island.
Formerly this was done at irregular intervals.

WIRELESS TIME SIGNALS.

The automatic apparatus at Camperdown, N.S., for repeating from land line to
wireless has continued in operation. Navigators within the zone of that station are
thus able to pick up this signal. Time balls at St. John and Halifax have been dropped
each week day at 1 p.m. standard time of the 60th meridian. The synchronizing signal
for the Halifax clock which automatically drops the time ball has been sent every
week-day morning at 10 a.m., excepting occasions of wire trouble, when it was hourly
repeated until satisfactorily received.

I have the honour to be, sir,

Your obedient servant,

D. L. HUTCHINSON,

Director, St .John Observatory.

160

MARINE AND FISHERIES

5 GEORGE V., A. 1915

APPENDIX No. 7.

ANNUAL REPORT OF THE MEDICAL SUPERINTENDENT OF THE

MAKINE HOSPITAL SERVICE FOR THE FISCAL

YEAR 1913-14.

Ottawa, April 29, 1914.

A. Johnston, Esq.,

Deputy Minister of Marine and Fisheries,
Ottawa, Ont.

Sir, — I have the honour to submit the annual report of the transactions of the
Marine Hospital Service, for the fiscal year ended March 31, 1914.

I have the honour to be, sir,

Your obedient servant,

C. H. GODIN, M.D.,

Medical Superintendent, Marine Hospitals Service.

Amount of appropriation $65,000 00

Amount of expenditure .... 54,294 71

cm szcy

Balance not expended, $10,7a5 29

Expenditure by Provinces.

Province.

Number
of Seamen.

Number

of days

Treatment.

Total
Expenditure.

Nova Scotia

1,597
532
221
662
232
1

10,607

2,490

748

4,353

3,893

$ Ctfc.

24,710 56
8,306 93

New Brunswick

Prince Edward Island

1,979 79

Quebec

9,723 31
8,597 80

British Columbia ,

General Account 4

976 32

Total

3,245

22,140

54,294 71

MARINE HOSPITAL SERVICE

161

SESSIONAL PAPER No. 21

Table showing the Expenditure for each Port.

Port.

Nova Scotia.

Advocate Harbour and Apple River.

Amherst

Annapolis Royal

Arichat

Baddeck

Barrington . . ;

Barton

Bear River -. . .

Bridgetown

Bridgewater

Canning

Canso

Chester

Cheticamp

Cheverie

Clark Harbour

Church Point

Clementeport

Digby

Economy

Freeport, Westpoit and Tiverton

Glace Bay

Halifax: Victoria General Hospital

Halifax Board of Health

Halifax Seamens' Society

Hantsport

Ingram port

Isaac Harbour

Lahave

Larry River

Liscomb

Little Bass River

Liverpool

Lockeport

Louisburg

Lunenburg

Mahone Bay

Marble Mountain

Margaree

Margaretsville "

Meteghan . . ..

Middleton

Northport

North Sydney

North Sydney Sailors' Institute

Ostrea Lake ....

Parrsboro

Pictou

Ports, Hawkesbury, Hastings, Mulgrave and Point Tupper

Port Clyde

Port Duff erin

Port Greville

Port Latour

Port Maitland

Port Morien

Port Wade

Pubnico

Pugwash

River Hebert

Salmon River

Sandy Cove

Sand Point

Sheet Harbour

Shelburne

Springhill

Spry Bay

21—11

Number
of Seamen.

18
5

11
5

15
4
3

20
1

37
4
130
2
6
1
3

35
1

142

Number

of days

Treatment.

25
47

188

1,033
42

950

2,421

298
714
620

289

116
17

35
427

110
150

7
252

Total
Expenditure.

cts.

461 22
170 50
226 71
378 33

79 00
300 00
720 84
166 72

22 00
200 00

10 00
435 71

86 25
413 75

16 50
270 38

5 50

80 50
304 30

44 75

822 05

166 50

3,664 00

151 01

2C0 00

59 75

29 75

3 00

376 50

2 50
41 50
26 75

100 00

224 15

1,226 89

1,375 63

94 25

6 00
34 25

401 50

57 25

168 85

12 00

1,399 00

100 00

10 00

315 1C

696 00

320 20

36 00

68 75

150 00

125 00

3 00
125 00
145 50
801 96

16 00

49 50

144 29

375 00

8 00

22 00
107 00
380 55

32 35

162

MARINE AND FISHERIES

5 GEORGE V., A. 1915
Table showing the Expenditure for each Port — Continued.

Port.

St. Peters, L'Ardoise and River Bourgeois.

Sydney

Wallace

Walton

West Bay v.

Wedgeport

Weymouth

Wolf ville

Windsor

Yarmouth

New Brunswick.

Alma

Baie Vert

Bathurst

Beaver Harbour

Buctouche

Campbell ton

Cape Tormentine

Caraquet.

Dalhousie

Dorchester

Douglastown

Grand Harbour

Harvey and Riverside

Hillboro and Hopewell

Cape Jacquet River

Moncton

Northhead

Richibucto

Sackville

Shediac

Shippegan

St. Andrews

St. George

St. John : General Public Hospital

St. J ohn Seamen's Society

St. John

St. Martin

St. Stephen

Prince Edward Island.

Albeiton ... .

Crapaud

Charlottetown Hospital

Prince Edward Island Hospital

Georgetown

Montague

Murray Harbour

New London

Rustico

Souris

Summerside

Tignish and Miminegash

Number
of Seamen.

1,597

166

153

532

221

Number of

Days
Treatment.

2,035

225
10,607

268
28

2,490

252

341

Total
Expenditure.

748

$ cts.

250 00

3,929 20

18 00

55 90

6 00

156 85

12 00

120 00

1,089 37

24,710 56

78 00

5 55
150 00

149 28

6 00
394 29

150 00
42 00

250 00

45 63

1,905 09

192 25
21 00

150 00
11 00

200 00

23 60
200 00

33 75

200 00

347 50

6 50

18 00

3,007 00

200 00

24 00
495 49

1 00

8,306 93

43 00

19 00

381 00

511 50

39 00

41 75

100 00

17 30

175 65

343 64

271 00

36 95

1,979 79

MARINE HOSPITAL SERVICE

163

SESSIONAL PAPER No. 21

Table showing the Expenditure for each Port — Concluded.

Port.

Number
of Seamen.

Number of

Days
Treatment.

Total .
Expenditure.

Quebec.

2
4
1
2
1
4
4
1
6
1
1
281
124
1

*3"

•■y •

27 50

13 00

Carleton

Chicoutimi

Escoumains

22 00

3 60

37 00

11 00

28 75

155 00

Maskinonge

11 00

Matane

Montmagny

"53*

1,814

901

92 96

49 50

136 50

11 General Hospital

H Notre Dame Hospital

ii St. Paul's Hospital

H Catholic Sailors' Club

2,843 00

1,371 50

66 00

200 00

H Seamen's Institute

200 00

New Richmond

Paspebiac and New Carlisle

Perce

Port Daniel

Quebec : Hotel Dieu Hospital

75"

1,264
44

16 50

133 00

8 50

10 90
112 50

H Jeffrey Hale Hospital

1,926 00

ii Sea nen's Society

66 00
400 00

3
55
51

1
10

12 00

Sorel

Ste-Anne des Monts . ....

134

782 00

600 00

14 00

20 00

Three Rivers ....

353 60

Ladysmith

662

15
1

14
3
4

112

4,353

163

9,723 31

378 00
41 00

600 00

New Westminster

131 00

15 00

Prince Bupert

Union Bay

Vancouver

i31

112

2,360

402 60

566 00

15 00

Vancouver : St. Paul's Hospital

ii Strathcona Institute

3,945 00
200 00

Victoria : St. Joseph's Hospital

ii Seamen's Institute

1,053

2,104 20

200 00

233

3,893

8,597 80

21— m

164 MARINE AND FISHERIES

5 GEORGE V., A. 1915
Table showing Expenditure for Treatment, Board, Supplies, etc.

—

Nova Scotia.

New
Brunswick.

Prince
Edward
Island.

•Quebec.

British
Columbia.

General
Account.

Board in hospitals and
private houses.

Medical and surgical treat-
ment

Medical officers'and keepers'

$ cts.
7,806 59

3,059 59

9,222 50

779 30

34 00

16 11

560 59

148 01

201 00

1,662 99

50 00

120 65

572 73

300 00

175 00

1 50

$ cts.
3.372 88

1,189 00

2,350 00
113 86

$ cts.
1,019 64

303 15

650 00

$ cts.
6,519 70

1,118 45

1,075 00

$ cts.
6,076 20

491 60

1,600 00

$ cts.
24 50

35 00

Fuel

Light. •• ...

33 00
21 93

902 30

10 00

4 00

109 96

200 00

Drugs, instruments, etc

Repairs and maintenance. . .
Burials . . .

'"'360O

* "7 66"

51 16

153 00

6 00

800 00

" 602 05

400 00

Medical assistance

Express and freight

Printing and stationery ....

" 6 89

307 88

24,710 56

8,306 93

1,979 79

9,723 31

8,597 80

976 32

Table showing Amount of Salaries paid to the Medical Officers and Keepers

during the Fiscal Year 1913-14.

None Scotia.

Advocate Harbour and Apple River—

Medical officer

Annapolis Royal— Medical officer

Ari chat— Medical officer

Barrington— Medical officer

Barton — Medical officer

Bear River— Medical officer

Bridgewater— Medical officer

Canso -Medical officer

Clark Harbour— Medical officer

Digby— Medical officer

Keeper

Freeport, Westport and Tiverton —

Medical officer

Glace Bay— Medical officer

Liverpool — Medical officer

Lockeport — Medical officer..

Louisburg — Medical officer

Keeper . . . . :

Lunenburg— Medical officer

Keeper

North Sydney — Medical officer

Parrsboro — Medical officer ....

Pictou — Medical officer

Watchman

Port Greville — Medical officer

Port Latour— Medical officer

Port Hawkesbury, Hastings, Mulgrave

and Point Tupper — Medical officer

Port Morien — Medical officer

Pubnico — Medical officer

Sandy Cove — Medical officer

Shelburne — Medical officer

St. Peter, L'Ardoise and River Bour

geois — Medical officer

Sydney — Medical officer

Keeper

Weymouth— Medical officer

% cts.

262 50

160 00

300 00

250 00

150 00

200 00

375 00

250 00

50 00

400 00

150 00

100 00

250 00

300 00

500 00

200 00

750 00

300 00

400 00

180 00

150 00

125 00

300 00

125 00

250 00

300 00

100 00

250 00

500 00

300 00

125 00

Windsor — Medical officer. .
Yarmouth— Medical officer

New Brunswick.

Bathurst— Medical officer

iCampbellton — Medical officer

Cape Tormentine— Medical officer. . .

Dalhousie — Medical officer

' Douglastown— Medical officer

Keeper . .

Hillsboro and Hopewell Cape— Medical

officer

Moncton— Medical officer

JRichibucto — Medical officer .

Shediac — Medical officer

Prince Edward Island.

Murray Harbour — Medical officer.

Souris— Medical officer

Summerside — Medical officer. .. .

Quebec.

Paspebiac and New Carslisle— Medical

officer

St. Johns — Medical officer

Three Rivers— Medical officer

British Columbia.

Nanaimo — Medical officer . . .
Union Bay — Medical officer.
Victoria— Medical officer . . .

Total

$ cts.
120 00
400 00

9,222 50

150 00
350 00
150 00
250 00
450 00
250 00

150 00
200 00
200 00
200 00

2,350 00

100 00
300 00
250 00

650 00

125 00
600 00
350 00

1,075 00

600 00
400 00
600 00

1,600 00

MARINE HOSPITAL SERVICE

165

SESSIONAL PAPER No. 21

Table showing expenditure for Physicians' Services and Travelling Expenses, Drugs

and Board.

Port.

Physicians'
Services.

Physicians'
Travelling
Expenses.

Drugs.

Board.

Total
Expenditure

Nova Scotia.

Advocate Harbour and Apple River . . .

Amherst

Annapolis Royal

Arichat

$ cts.

84 00
117 00

22 00

"l7 00 '

7 00

$ cts.

11 00
16 50

$ cts.

49 50
3 00
3 00

3000'
7 00

$ cts.

13 02
34 00
41 71
78 33

44249
16 72

$ cts.

157 52
170 50

66 71

32 '60'

78 33

79 CO

Barton.

456 49

16 72

Bridgetown

Canning . .

9 00
1 00

13 00

22 00

9 00

10 00

60 71
15 00
25 00

60 71

Chester. .

42 00

226 00

5 00

2 00

21 00

28 00

10 00

2 00

8 25

134 75

1 50

86 25

413 75

16 50

Church Point

5 50

20 38

3 00

4 30

407 05

16 50

20 50

3,631 50

20 38

Clementsport

13 00

60 00

4 50

80 50

Digby

4 30

Economy

12 00

24 00

8 75

44 75

Freeport, Westport and Tiverton

407 05

Glace Bay

Halifax Board of Health. . . .

128 44'

16 50
151 01

Halifax Victoria General Hospital

3,631 50

Hantsport

35 00

10 00

133 00

2 00

1 00

5 00

10 00

8 00

15 00

113 00

23 00
13 00

16 75

4 75
120 50

1 00
1 50

5 00
3 75

59 75

Ingram port

29 75

Lahave

366 50

Isaac Harbour

3 00

Larry River

Liscomb

Little Bass River

Lockeport

'8 50

'115*58'
278 60
310 00

2 50

41 50

26 75

115 58

Louisburg

5 00

'35 06'

2 00

19 25

39 00

12 00

26 00

8 00

210 00

1 00

233 60

Lunenburg ; ....

Mahone Bay

47 66 '

4 00

5 00
160 00

24 00
130 00

12 25

310 00
94 25

Marble Mountain ...

6 00

Margaree

10 00
40 50
17 50

289 00 '

34 25

Margarets vi lie

35 00

3 75
12 85

4 00

274 50

Meteghan

57 25

Middleton

168 85

Northport

North Sydney

12 00

499 00

Ostrea Lake ....

9 00

10 00

Pictou

116 00

116 0O

Port Clyde

20 00

22 00

2 00

6 00
36 00

10 00

10 75

1 00

36 00

Port Duff erin

68 75

3 00

Ports Hawkesbury, Hastings, Mulgrave
and Point Tupper

16 50

17 50
88 50

39*29'
75 00

16 50

Port Wade

15 00
12 00
8 00
29 00
24 00

105 00
6 00

8 00

4 30

8 00

14 25

16 00

145 50

Pubnico ...

110 80

Pugwash

16 00

Salmon River

6 00
64 00

49 25
144 29

Sandy Cove.

75 00

Sand Point

2 00

7 00

5 00
4 50

1 00

2 50

8 00

She et Harbour

Shelburne

3 00

7 00
378 00

"" 98926'

"io"66'

17 00
7 00

Springhill

378 00

Spry Bay

6 00

24 00

2 35

32 35

989 20

Wallace

14 00

19 00

5 00

2 00

11 66

"25 00

4 00
1 90
1 00

18 00

Walton

West Bay

55 90
6 00

Wedgeport

4 00

6 00

Weymouth

31 85

Wolfville

1 00

12 00

Yarmouth

134 79

1,436 69

1,050 00

572 90

7,806 59

10,866 18

166

MARINE AND FISHERIES

5 GEORGE V., A. 1915

Table showing expenditure for Physicians' Services and Travelling Expenses, Drugs

and Board. — Continued.

Port.

Physicians'
Services.

Physicians'
Travelling
Expenses.

Drugs.

Board.

Total
Expenditure

New Brunswick.
Alma

$ cts.

5 00

3 00

59 00

3 00

$ cts.
55 00

$ cts.

18 00

2 55
40 00

3 00

$ cts.

78 00
5 55

13 72

112 72

6 00

Campbellton

44 29

643

134 00

12 00

44 29

20 00
22 00

22 00

6 20

42 00

11 00

45 63

Douglastown

134 00

Grand Harbour

Harvey and Riverside

72 00

3 00
1 00
8 00

11 00
124 50

4 00
6 00

65 00

15 00

9 00

8 00

"8~5o"

43 25

3 00

1 00

4 80

2 75
214 50

2 50
10 00

192 25
21 00

11 00

Northhead

2 80
20 00

23 60

Sackville

33 75

347 50

St. Andrews

6 50

St. George

2 00

2*997 66'

12 00
130 64

18 00"

St. John General Hospital

2,997 00

St. John

12 00

53 00

1 00

24 00

St. Martin

St. Stephen

224 00

10 45

418 09
1 00

Prince Edward Island.

407 50

397 50

384 00

3,372 88

4,598 88

Alberton

Crapaud

12 00
7 00
3 00

0 50
7 00

30 50
5 00

43 00
19 00

Charlotte town Hospital

Prince Edward Island Hospital

378 00

511 50

10 50

2 00

381 00

511 50

Georgetown

20 00

28 00

9 00

18 00

8 50

11 75

8 30

7 65

39 00

" 90 00

41 75

New London

17 30

60 00
36 64
21 00

175 65

Souris

36 64

21 00

Tignish and Miminegash

15 00

10 00

11 95

36 95

Quebec.

112 00

18 00

3 00

11 00

107 50

3 00
3 00

83 65

1,019 64

1,322 79

6 50

7 00
11 00

27 50

13 00

" 3 60

22 00

3 60

2 00

24 00

11 00

37 00

4 00

Grand Pabos

6 00
23 00
11 00
22 00

15 00
123 00

7 75
9 00

28 75

155 00

Maskinonge

11 00

22 00

17 80

6 00

2,721 00

1,351 50

132 50

63 00

67 80

Montreal General Hospital

2,721 00

1,351 50

Alexandra Hospital

1 00

133 50

63 00

5 00

6 50

16 50

8 00

7 00
4 00

i '66'

1 50
5 90

8 50

10 90

112 50

1,896 00

66 00

112 50

1,896 00

Quebec Eye and Ear Hospital

66 00

3 00

468 70

4 00
27 00

1 00

6 00

13 00

i2 00 '

14 00

3 00

148 30

10 00

10 50

5 00

12 00

Sorel

152 00

782 00
14 00

St . Thomas Montmagny

49 50

20 00

3 60

615 70

241 00

261 75

6,519 70

7,638 15

MARINE HOSPITAL SERVICE

167

SESSIONAL PAPER No. 21

Table showing expenditure for Physicians' Services and Travelling Expenses, Drugs

and Board. — Concluded.

Port.

British Columbia.

Chemainus

Ladysmith

New Westminster

Ocean Falls

Prince Rupert

Union Bay

Vancouver General Hospital. . . .

St. Paul's Hospital

Victoria— St. Joseph's Hospital

General Account.

General account

Total

Physicians'
Services.

$ cts.
192 00

Physicians'
Travelling
Expenses.

90 00

15 00

147 00

10 00

454 00

35 00
35 00

Drugs.

$ cts.1 $ cts,

23 00

14 60

37 60

Board.

$ cts.

163 00
41 00
41 00

241 00

166 00

5 00

3,945 00

1,474 20

6,076 20

Total
Expenditure

24 50

$ Cts.

378 00

41 00

131 00

15 00

402 60

166 00

15 00

3,945 00

1,474 20

6,567 80

59 50

DETAILED EXPENDITURE FOR FUEL.

Nova Scotia —

Louisburg Marine Hospital $ 196 00

Lunenburg .■ 210 50

Sydney .. 222 00

Yarmouth „ .. ... 150 80

New Brunswick—

Douglastown Marine Hospital $ 113 86

Total expenditure

DETAILED EXPENDITURE FOR WATER SUPPLY.

Nova Scotia —

Sydney Marine Hospital,

$ 779 30

113 86

$ 893 16

34 00

DETAILED EXPENDITURE FOR TELEPHONE SERVICE.

Nova Scotia —

Lunenburg Marine Hospital

Sydney

Yarmouth n »

$ 27 00
85 97
35 04

New Brunswick —

Douglastown Marine Hospital.

Total expenditure

DETAILED EXPENDITURE FOR REPAIRS AND MAINTENANCE.

Nova Scotia —

Louisburg Marine Hospital .
Lunenburg n

Sydney ..

Yarmouth ■■

21 93

148 01
21 93

$ 169 94

$ 14 98

118 33

1,303 62

226 C6

Total expenditure $ 1,662 99

New Brunswick —

Douglastown Marine Hospital $ 902 30 902 30

Total expenditure $ 2,565 29

168 MARINE AND FISHERIES

5 GEORGE V., A. 1915

GRANTS TO SEAMEN'S INSTITUTES.

Nova Scotia —

Seamen's Society, Halifax, N.S $ 200 00

North Sydney Institute 100 00

New Brunswick —

Seamen's Mission Society, St. John 200 00

Quebec —

Seamen's Institute, Montreal 200 00

Catholic Sailor's Club, Montreal 200 00

Seamen's Institute, Quebec 400 00

British Columbia —

Seamen's Society (Victoria) 200 00

Strathcona Institute, Vancouver 200 00

Total expenditure . . $ 1,700 00

DETAILED EXPENDITURE FOR TRANSPORTATION.

Nova Scotia—

Advocate Harbour

Barton

Halifax Board of Health

Halifax Victoria General Hospital

Margarets ville

Parrsboro .

Point Tupper

River Hebert

Sheet Harbour

Springhill

Nexc Brunswick—

St. Martins

Quebec —

Gaspe

Montreal Alexandra Hospital

Montreal General Hospital . . .

Montreal Notre Dame

Montreal St. Paul's Hospital.

$ 41 20

14 35

2 00

32 50

6 00

15 10

3 70

3 00

2 55

$ 120 65
4 00

4 00

5 00

3 00

122 Ou

20 00

3 00

$ 163 00

Total expenditure $ 287 65

DETAILED EXPENDITURE FOR SPECIAL NURSING

Nova Scotia —

Lockeport ...
Margatets ville.

Pubnico

Sheet Harbour.

New Brunswick —

St. Martin's

Prince Edward Island-

Souris

Quebec—

Gaspe

Matane

$ 8 57

121 00

441 16

2 00

$ 572 73

109 96

$ 109 96

$ 7 00

7 00

2 00
4 00

6 00

Total expenditure $ 696 69

DETAILED EXPENDITURE FOR BURIALS.

Nova Scotia —

Sydney 50 00 50 00

Neio Brunswick —

St. John 10 00 10 00

Quebec —

Matane 21 16

Quebec 30 00

^ 51 16

British Columbia—

Victoria 30 00 30 00

Total expenditure $ 141 16

DETAILED EXPENDITURE FOR MEDICAL ASSISTANCE.

Nova Scotia —

Freeport 15 00

Lahave 10 00

North Sydney 150 00

Total expenditure $ 175 00

MARINE HOSPITAL SERVICE

169

SESSIONAL PAPER No. 21

DETAILED EXPENDITURE FOR LIGHT.
Nova Scotia —

Sydney $ 16 11 $ 16 11

DETAILED EXPENDITURE FOR FURNITURE, BEDDING, AND OTHER SUPPLIES.

Nova Scotia—

Lcuisburg Marine Hospital .
Lunenburg n ..

Sydney m

Yarmouth

ii ii

Neto Brunswick——

Douglastown Marine Hospital .

$ 182 31

9 80

318 45

50 03

33 00

560 59
33 00

Total $ 593 59

DETAILED EXPENDITURE FOR DRUGS, MEDICINES, ETC.
Nova Scotia —

Sydney Marine Hospital § 109 85

Yarmouth » n 91 15

Total

$ 201 00

DETAILED EXPENDITURE FOR EXPRESS AND FREIGHT CHARGES.

Nova Scotia—

Yarmouth ....

General account .

Total.

$ 1 50
6 89

MISCELLANEOUS.

Printing and stationery $ 307 88

Medical superintendent's travelling expenses 602 05

Total $909 93

Tabular Statement showing Diseases for which Seamen received Treatment

during 1913-14.

' General Diseases, 742.

Scarlet fever 4

Diphtheria 3

Influenza 86

Enteric fever 59

Choleraic diarrhoea 4

Dysentery 20

Beriberi 4

Malarial fever 22

Erysipelas 10

Septicemia 9

Tubercle 3

Syphilis 83

Mumps 3

Scabies 9

Taenia 2

Alcoholism 5

Gonorrhea 117

Rheumatism 213

Gout 2

Scurvy 3

Anaemia 12

Diabetes Mellitus 4

Effects of heat 1

Effects of cold 4

Effects of foreign bodies 13

General debility 25

Congenital malformation 1

New growths malignant 2

New growths non-malignant. 3

Purpura 2

Cyst... 7

Hemophilia 2

Total 742

170

MARINE AND FISHERIES

5 GEORGE V., A. 1915

Diseases of the nervous system-
ic Of the nerves, 10—

Neuritis

Multiple neuritis

Local Diseases, 1,774.

Of the spinal coril and membranes, 6—

Inflammation

Degeneration of lateral column

Locomotor ataxia

Mental diseases, 1-
Insanity

Of the brain and membranes, 3 —

Hemorrhage

Meningitis

Functional nervous diseases and other diseases of undetermined nature, 65-

Apoplexy

Paralysis

Paresis

Hemiplegia

Epilepsy . .

Spasm

Vertigo

Headache

Neurasthenia ...

Neuralgia

Hysterics...

i
i

9
1
1
9
10
27
2

Diseases of the eye, 81 —

Conjunctivitis

Keratitis

LTlcer cornia

Iritis

Blepharitis

Abscess of eyelid
Abscess of lacrymal sac

Optic neuritis

Amblyopia

Squint

Diseases of the ear, 33-

Inflammation of the external meatus.

Cerumen

Otisis media

Axilliary abscess

2
2

Diseases of the Nose, 10-

Inflammation of septum

Necrosis

Inflammation of sinesus

Inflammation of naso-pharynx

Diseases of the circulatory system, 58 —

Endocarditis . . .
Pericarditis ....
Valvular diseases

Aneurism

Angina pectoris . .

Syncope

Arteritis

Thrombosis . .

Phelbitis

Varix

25
1
5

1
5
1
2
10

Diseases of the respiratory system, 335 —

Laryngitis 23

Rhinitis 10

Bronchitis 189

MARINE HOSPITAL SERVICE 171

SESSIONAL PAPER No. 21

Diseases of the respiratory system — Continued.

Asthma 9

Congestion of lungs 11

Hemorrhage of lungs G

Pneumonia 37

Broncho-pneumonia 2

Abscess of lungs . 2

Phthitisis <.... w . . . . 16

Pleurisy ,"*..... 29

Oedema of lungs 1

Diseases of the digestive system, 561—

Inflammation of the lips 2

Stomatitis 11

Dental caries 17

Toothache . . \ 54

Alveolar abscess 7

Pharyngitis 12

Gastritis 59

Tonsilitis 63

Post pharyngal abscess 1

Ulcer of stomach 3

Hemorrhage of stomach 3

Cancer of stomach 3

Indigestion 23

Gastralgia 11

Entertitis • 49

Tyhplitis 2

Appendicitis 25

Colitis 5

Duodenitis 2

Intestinal obstruction 4

Constipation 21

Diarrhoea 19

Fistula in ano 4

Ulcer of rectum 2

Hemorrhoids 27

Hedatitis 5

Jaundice . 3

Abscess of liver , 1

Cancer of liver 1

Calculi of liver 2

Biliary of colic 5

Hernia.. 37

Peritonitis 6

Dyspepsia 61

Dropsy 1

Diseases of the lymphatic glands, 31 —

Adenitis 31

Diseases of the urinary system, 154 —

Nephritis 19

Brights disease 8

Calculi of kidneys . . 2

Haematuria 5

Alduminaria 3

Lithuria . . . 1

Pyelitis 2

Cystitis ." 29

Renal colic 2

Urethritis , 7

Stricture 7

Prostatitis 1

Phimosis 11

Paraphimosis 1

Epididymitis 3

Chancroids 20

Orchitis 17

Varicocele 11

Hvdocele 5

172

MARINE AND FISHERIES

5 GEORGE V., A. 1915

Diseases of the organs of locomotion, 11(>-

Ostetitis . .
Periostetis
Caries
Bursitis . .
Synovitis
Hygroma
Myalgia . .
Lumbago
Sciatica .

12
1
9

5!)
13

Diseases of the connective tissues, 139-

Cellulitis .
Abscess . .
Gangrene
Oedema . .

Diseases of the skin, 171-

Erythema

Urticaria

Eczema

Impetigo. . .
Pruritis . . .

Sycosis

Herpes . . .
Dermatitis.
Acne ......

Seborrhea .
Chilblain . .

Ulcers

Boils

Carbuncle.
Whitlow. . .
Prurigo. . . .
Ringworm .
Frost bite. .
Psoriasis. . .

Injuries— 729.

General injuries, 71 —

Burns and scalds.
Multiple injuries.

Shock

Drowning

Strangulation

Local injuries, 658 -

Fracture of skull . . .
Concussion of brain
Fracture of ribs ....
Wounds of head . . .

Wounds of eyes

Wounds of ear

Wounds of face. . . .
Wounds of chest . .
Wounds of back . . .

64
3

1
1

1
30
27
19

17
17

Wounds of upper extremities 149

Sprained wrist

Wounds of lower extremities

Sprained ankle

Fracture of Humerus

Fracture of radius

Fracture of umla

Fracture of radius and umla ,

Fracture of clavicle

Fracture of scapula

Fracture of ringer bones

Fracture of femur

Fracture of tibia

Fracture of fibula

Fracture of tibia and fibula

Fracture of patella

Fracture of toes

Fracture of bones of nose

Fracture of lower maxillary

101

5
11

4
17
19
13

9
11

5
15

MARINE HOSPITAL SERVICE 173

SESSIONAL PAPER No. 21
Local Injuries — Concluded.

Dislocation of shoulder 19

Dislocation of clavicle 9

Dislocation of wrist 3

Dislocation of hip 6

Dislocation of patella ' 1

Dislocation of knee 2

Dislocation of fingers 15

Malingering 5

Undiagnosed 5

Incomplete reports 21

Total number sick mariners treated during the year 1913-14 3,245

Number of cheques issued during the year 1913-14 —

Nova Scotia 047

New Brunswick 124

Prince Edward Island 52

Quebec 107

British Columbia 66

General Account 19

1,015

During the year 1913-14, the number cf letters sent by this office was 1,722 ; memoranda, 445.

C. H. Godin, M.T).
Ottawa, April 29, 1914.

174 MARINE AND FISHERIES

5 GEORGE V., A. 1915

APPENDIX No. 8.

EEPO'RT OF THE WRECK COMMISSIONER.

Ottawa, May 1, 1914.
A. Johnston, Esq.,

Deputy Minister of Marine and Fisheries,
Ottawa.

Sir, — I have the honour to submit my annual report of investigations and inqui-
ries held during the fiscal year 1913-14, into the causes of wrecks and casualties, as
well as statements of wrecks and casualties reported as having occurred to British,
Canadian, and foreign vessels in Canadian waters, and to Canadian vessels in other
waters, from January 1, 1913, to December 31, 1913, and of those reported as having
occurred in inland waters during the same period.

Captain John D. Macpherson was appointed during the year to the position of
wreck commissioner for British Columbia, left vacant by the death of Captain James
Gaudin.

Formal investigations during the year 24

Preliminary inquiries during the year 7

Departmental inquiries during the year. 2

Total 33

I am, sir,

Your obedient servant,

H. St. G. LINDSAY,
Dominion Wreck Commissioner.

INVESTIGATION INTO WRECKS

175

SESSIONAL PAPER No. 21

Statement of Investigations held in Canada into Wrecks and Casualties which
occurred to Canadian, British and Foreign Vessels in Canadian Waters during
the fiscal year 1913-14.

Name of Ship.

Registered Port
and No.

Actio" (Lower TraverseOttawa, 116,992.
Lightship).

Actio " (Lower Traverse
Lightship).

Acadian," SS.

Bendu," SS., collided with
tug "Canso."

Bridgeport," SS.

Chilter Range," SS.

Canada," SS. ..

Canso," tug, collided with

" Bendu," SS.
Crown of Cordova," SS.,

collided with " Lady of

Gaspe."

Cobequid," SS.

Ottawa, 116,992

Glasgow, 124,258.

Liverpool, 123,995.

London, 135,126.

Hartlepool, 132,811.

Trieste, Austria

Yarmouth, N.S., 126,803
Glasgow, G.B., 112,809..

London, 98,866

Remarks.

On May 23, collided with Clamb in St. Louise
basin, Quebec. Departmental investigation was
held at Quebec, May 30, by Commander
Lindsay.

Finding. — Engines moved ahead instead of
astern. Engineer cautioned to be more careful
in future.

On October 3, broke away from her moorings.

Departmental investigation was held at Lower

Traverse on October 29, by Commander Lindsay.

Finding. — No one to blame. Anchor chains

broke in heavy gale.

On November 8, stranded near Sulphur island,
lake Huron. Formal investigation was held
at Toronto on January 30, by Commander
Lindsay.

Finding, — Stranding caused by error of judg-
ment on part of master, who is severely cen-
sured ; but whose certificate is not dealt with on
account of his conduct re salving and refloating
his vessel.

On July 4, collided with tug Canso in Restigouche
river, N.B. Preliminary inquiry was held at
Montreal on September 12, by Commander
Lindsay.

Finding. — Accident due to error of judgment
on part of master of tug Canso, in miscalculating
space for turning his vesssl.

On November 1, left Sydney, C.B., for Montreal,
Que., with cargo of coal, and has not since been
heard of. Formal investigation opened at
Sydney, C.B., March 26, by Commander Lind-
say. Investigation not yet completed.

On May 1, struck iceberg in mid- Atlantic. For-
mal investigation opened at Montreal on May
14, by Commander Lindsay, but found unneces-
sary after evidence of master was taken.

On May 30, stranded at St. Antoine range lights,
St. Lawrence river. Preliminary inquiry was
held at Montreal on August 20, by Captain
Riley.

Finding. — No one to blame, formal investiga-
tion unnecessary.

See under Bendu.

On July 28, collided with Lady of Gaspe at Cap de
la Madeleine, St. Lawrence river. Formal in-
vestigation was held at Quebec on August 7, 8,
12, 13 and 14, before Commander Lindsay.

Finding. — Lady of Gaspe alone t« blame,
master of Lady of Gaspe severely censured, and
her second officer's certificate cancelled on ac-
count of his cowardly conduct in seeking self-
preservation at time of collision. Master's cer-
tificate not dealt with.

On January 13, on Trinity ledge, bay of Fundy.
Stranded and was subsequently lost. Formal
investigation held at Halifax, February 19 and
20, before Commander Lindsay.

Finding. — Accident due to error of judgment
on part of master, who is severely censured, but
whose certificate is not dealt with on account of
the very efficient manner in which everything
was carried out on board for safety of passengers
and crew.

176

MARINE AND FISHERIES

5 GEORGE V., A. 1915

Statement of Investigations held in Canada into Wrecks and Casualties which
occurred to Canadian, British and Foreign Vessels in Canadian Waters during
the fiscal year 1913-14. — Continued.

Name of Ship

"City of Sydney," SS.

" Freia," sailing vessel

"Fairmount," SS., collided
with "Kenora,"SS.

" Gerald Turnbull," SS.

Registered Port and No

Montreal, 115,274

(Norwegian)

Montreal, 112,276.

Kenora," SS.

Kenora, "SS., collided with

"Fairmount," S3.
Lady of Gaspe," SS., col

lided with " Crown of

Cordova," SS.
Lake Manitoba," SS

; ' Mas todon , " d red ge col-
lision "Princess Char-
lotte," SS.

"Majestic," SS

Maia,"SS.

Cardiff, G.B., 132,876..

Glasgow, G.B., 124,235.

Glasgow, G.B., 124,235.
Quebec, 78,554

Liverpool, G.B., 113,497

Renfrew, N.B., 129,529.

Collingwood, Ont., 100,
950."

Remarks.

German .

On March 17, stranded on Shag rock, N.S.
Formal investigation was held at Halifax on
March 23 and 24 before Commander Lindsay.
Finding.- -Error of judgment on part of
master, who is censured.

On May 30, stranded and lost near Sunday point,
N.S. Formal investigation held at Halifax on
June 5, before Commander Lindsay.

Finding. —No one to blame. Strong gale cause
of accident.

On July 12, collided in Montreal harbour. Formal
investigation held at Montreal, August 28 and
September 4, before Commander Lindsay.

Finding.— Kenora alone to blame. Accident
due to mistake of engineer in charge of Kenora
in putting engines full speed ahead when
master's orders were full speed astern. Both
masters exonerated.

On May 19, stranded on Gannet dry ledge, N . S.
Formal investigation held at Halifax on June 6,
before Commander Lindsay.

Finding. — Accident due to overconfidence of
master in mistaking lights. His certificate sus-
pended for six months.

On May 5, stranded near Dorval, lake St. Louis.
Formal investigation held at Montreal on June
13, before Commander Lindsay.

Finding. — No one to blame, accident due to
smoke obscuring range lights astern.

See under Fairmount.

See under Crown of Cordova.

On July 29, stranded on Isle of Orleans, St.
Lawrence river. Formal investigation held at
Montreal on 4ugust 5, before Commander
Lindsay.

Finding. — Casualty due to negligence of pilot,
who disregarded rules of road, and whose li-
cense was suspended for balance of season.
Master and officers in charge exonerated from,
all blame.

On January 28, collided in Vancouver narrows,
B.C. Formal investigation held at Vancouver,
April 25, 1913, by Captain Robertson.

Finding. — No one to blame. Collision due to
force of flood tide sending Princess Charlotte
against Mastodon's bows.

On June 4, stranded in lake St. Louis. Formal
investigation held at Montreal on June 17 and
24, before Commander Lindsay.

Finding. — Master was not justified in accept-
ing two-blast signal from tug St. Louis, and was
censured and warned to be more careful in future
when navigating in narrow waters.

On June 8, struck on Seal island, N.S. Formal
investigation held at Halifax on July 9, before
Commander Lindsay.

Finding. — Master to blame for not having
taken into consideration state and set of tide
when setting his course, and not verifying his
position by using lead. Certificate not dealt
with, as court had no jurisdiction over same ;
but evidence and finding referred to German
Government for action.

INVESTIGATION INTO WRECKS

177

SESSIONAL PAPER No. 21

Statement of Investigations held in Canada into Wrecks and Casualties which
occurred to Canadian, British and Foreign Vessels in Canadian Waters during
the fiscal year 1913-14. — Continued.

Name of Ship.

Megantic," SS.

Mikado, " SS. , collision with
launch.

Mount Temple," SS.

Princess Charlotte, " SS. , col-
lision 'Mastodon"
Dredge.

Point Hope," SS., col
lision, "Despatch,"
American SS.

Prince George," SS.

Point Grey," tug, collided
with scow.

St. Laurent," SS., "Val
leyfield,"SS., collision.

Skookum," SS., " Castle-
gar" tug, collision.

Tees," SS.

Registered Port and No.

Liverpool, G.B., 127,981.

Halifax, N.S., 111,426.

Remarks.

Liverpool, G.B., 113,496.

Victoria, B.C., 126,236.

Turret Chief," SS,

Newcastle, G.B., 129,748

Vancouver, B.C., 130,917

Montreal, Que., 280,735

Victoria, B.C., 134,028..
Vancouver,B.C.,130,f56

Victoria, B.C., 95,929.

Newcastle, G.B., 106,605

On May 27, stranded near Vercheres, St. Law-
rence river. Preliminary inquiry held at Mon-
treal on June 23, before Captain Riley.

Finding.— No one to blame. Formal investi-
gation not found necessary.

On June 7, collided in Halifax harbour with a
motor launch, and one person drowned from
launch. Formal investigation at Halifax on
July 9, before Commander Lindsay.

Finding. — Master exonerated from blame.
Casualty caused by person in charge of motor
launch not paying attention as to which direction
his boat was going after she left the breakwater.

On Sept. 24, grounded in Montreal harbour.
Formal investigation held at Montreal on Octo-
ber 1 and 8, before Commandei Lindsay.

Finding. — Stranding entirely due to error of
judgment on part of pilot, who is severely cen-
-sured and condemned to pay his own personal
expenses.

See under Mastodon.

On Oct. 25, collided near Victoria inner harbour.
Formal investigation held at Victoria, B.C., on
December 3, before Captain Macpherson.

Finding. — Collision entirely due to careless
navigation of those in charge of Despatch. Copy
of evidence and finding referred to United States
Government for action.

On December 20, stranded in First narrows, Van-
couver, B.C. Formal investigation held at
Victoria, B.C., before Captain Macpherson on
January 22.

Findi)ig. — No one to blame. Mistook lights.

On December 9, collided in Vancouver harbour,
B.C. Preliminary inquiry held at Vancouver,
January 7 and 8, before Captain Macpherson.
Finding. — Accident caused by scow attached
to James Tuft — American vessel — being in im-
proper place alongside of her, when loading under
existing weather conditions.

On July 6, collided in Montreal harbour. Preli-
minary inquiry held at Montreal on July 28, by
Captain Riley.

Finding. — Accident due to lack of sufficient
speed on Valley field to counteract the force of the
current which struck her port bow after she
crossed an ocean steamer's bow under reduced

On November 4, collided on Okanagan lake. Pre-
liminary inquiry held at Penticton, B.C., on
February 5, by Captain Macpherson.

Finding. — Both vessels to blame. Formal
investigation unnecessary.

On May 3, stranded in First narrows, Alberni
canal, B.C. Preliminary held at Vancouver on
Juue 30, before Captain Eddie.

Finding. — Accident due to excessive speed
under circumstances. Master cautioned.

On November 8, stranded 6 miles east of Copper
harbour, lake Superior, U.S.A. Formal investi-
gation held at Kingston, Ont., before Comman-
der Lindsay, on November 21.

Finding. — Heavy gale cause of accident.
Master severely censured for lack of seamanship
displayed.

21—12

178

MARINE AND FISHERIES

5 GEORGE V., A. 1915

Statement of Investigations held in Canada into Wrecks and Casualties which
occurred to Canadian, British and Foreign Vessels in Canadian Waters during
the fiscal year 1913-14.— Concluded.

Name of Ship.

Valleyfield," SS. " St. Lau-
rent" collision.
Vadso,"SS

" Westport IIT," SS

Wabana," SS.

Whakatane," SS.

Wabana," SS., Schr.,
"Annie Roberts" colli

Registered Port and No.

Montreal, Que., 69,595..
Victoria, B.C., 124,077. . .

Yarmouth, N.S., 1.16,208

Liverpool, G.B., 131,402.

Plymouth, G.B., 111,348

Remarks.

Liverpool,|G.B., 131,402
(Newfoundland).

See under St. Laurent.

On February 3, on British Columbia coast.
Formal investigation held at Vancouver, on
February 20, before Captain Macpherson .

Finding. — No one to blame. Loss of vessel
due to her striking an uncharted danger in Port-
land inlet.

On April 13, took fire in bay of Fundy. Formal
investigation held at Yarmouth on April 23,
before Captain Murphy.

Finding. — Fire caused by spontaneous com-
bustion in mattresses in the cargo or by rats.
No one to blame.

On June 9, touched bottom near Fame point, Que.
Formal investigation held at Quebec on June 18,
before Commander Lindsay.

Finding. — Accident due to disregard of mas-
ter's orders and lack of judgment on the part of
first officer, in allowing vessel to approach too
close to land, and his (firsS officer's) certificate is
suspended for six months.

On September 13, collided with Gilmour's wharf,
Indian cove, St. Lawrence river. Formal in-
vestigation held at Quebec on September 19, and
at Montreal on September 24 and 25, before
Commander Lindsay.

Finding. — Both master and pilot to blame.
Master severely reprimanded for lack of initia-
tive pertaining to safe navigation of his vessel.
Pilot's license suspended for balance of season.

On October 22, collided in Sydney harbour.
Formal investigation held at Montreal on Nov-
ember 13 and 24 before Commander Lindsay.

Finding. — Annie Roberts alone to blame.
Persons in charge of her showed total ignorance
of rules of the road.

WRECKS AND CASUALTIES

179

SESSIONAL PAPER No. 21

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180

MMiIXE AND FISHERIES

5 GEORGE V., A. 1915

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WRECKS AND CASUALTIES

181

SESSIONAL PAPER No. 21

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MASTERS AND MATES 201

SESSIONAL PAPER No. 21

APPENDIX No. 9.

ANNUAL KEPOKT OF THE MASTERS AND SEAMEN BRANCH.

To the Deputy Minister of Marine and Fisheries,
Ottawa.

Sir, — I have the honour to submit the 1913-14 annual report of this branch.

GOVERNMENT NAVIGATION SCHOOLS.

During the twelve months ended March 31, 1914, navigation schools were in opera-
tion for longer or shorter periods at Quebec, Que., North Sydney and Yarmouth, N.S.,
St. John, N.B., Collingwood, Out., and at Vancouver, B.C.

At Quebec, Captain P. L. Lachance, instructor, the school was in operation 240
days. The total attendance was 1,239, an average attendance of over 5 each day.

- At North Sydney, Captain James Sutherland, instructor, 27 sessions were held.
The total attendance was 147, an average attendance of over 5 at each session.

At Yarmouth, Captain J. E. Murphy, instructor, 31 sessions were held. The
total attendance was 588, an average attendance of over 18 at each session.

At St. John, Captain Rufus C. Cole, instructor, the attendance was not so regular
owing probably to the fact that the school was a new undertaking at this port.

At Collingwood, Captain Geo. C. Coles, instructor, 32 sessions were held. The
total attendance was 588, an average attendance of over 18 at each session.

At Vancouver, Captain Chas. Eddie, instructor, 17 sessions were held. The total
attendance was 298, an average attendance of over 17 at each session.

MASTERS AND MATES.

During the twelve months ended March 31, 1914, three new examiners of masters
and mates were appointed, viz., Captain F. N. Malcolm, at Halifax, N.S. ; Captain
W. R. Bennett, at St. John, N.B. ; and Captain J. D. Macpherson, at Victoria, B.C.;
and during the same period examinations were reported as follows: —

Eastern Division.

At Halifax, N.S., Captain Malcolm, examiner, 48 candidates were examined:
2 for master, 2 for mate, and 3 for second mate, sea-going; 19 for master and 19 for
mate, coasting; and 2 for master and 1 for mate, minor waters. Four candidates
failed for mate, coasting. One person underwent the sight tests.

At Yarmouth, N.S., Captain Murphy, examiner, 77 candidates were examined:
11 for master, 12 for mate, and 9 for second mate, sea-going; 19 for master and 18
for mate, coasting; 1 for master, inland waters; and 5 for master and 2 for mate,
minor waters. Thirteen candidates failed: 3 for master, 5 for mate, and 2 for
second mate, sea-going; and 2 for master and 1 for mate, coasting.

At North Sydney, N.S., Captain Sutherland, examiner, 11 candidates were
examined: 2 for master and 1 for mate, sea-going; 4 for master and 1 for mate,
coasting; and 1 for master and 2 for mate, minor waters. Five candidates failed:
1 for master, sea-going; 2 for master, coasting; and 2 for mate, minor waters.

At St. John, N.B., Captain Bennett, examiner, 2 candidates were examined: 2
for master, minor waters. One person underwent the sight tests.

202 MARINE AND FISHERIES

5 GEORGE V., A. 1915

At Charlottetown, P.E.I., Captain Cameron, examiner, 14 candidates were
examined: 2 for master, coasting; 9 for master and 2 for mate, minor waters; and
1 for temporary certificate.

At Quebec, Que., Captain Lachance, examiner, 100 candidates were examined:
4 for second mate, sea-going; 8 for master and 25 for mate, coasting; 10 for master
and 9 for mate, inland waters; 30 for master and 13 for mate, minor waters; and 1
for temporary certificate. Thirty-two candidates failed: 2 for second mate, sea-going;

3 for master and 5 for mate, coasting; 6 for master and 5 for mate, inland waters;
and 7 for masters and 4 for mate, minor waters. Seventeen persons underwent the
sight tests.

At Montreal, Que., Captain Riley, examiner, 34 candidates were examined: 1 for
master, coasting; 5 for master and 5 for mate, inland waters; 16 for master and 1
for mate, minor waters; and 6 for temporary certificates.

Western Division.

At Vancouver, B.C., Captain Eddie, examiner, 102 candidates were examined:
1 for master, 6 for mate and 7 for second mate, sea-going; 34 for master and 45 for
mate, coasting; 4 for master, inland waters; 4 for mate, minor waters; and 1 for
temporary certificate. Twenty-five candidates failed: 5 for master and 17 for mate,
coasting; 1 for master, inland waters; and 2 for mate, minor waters. One person
underwent the sight tests.

At Victoria, B.C., Captain Macpherson, examiner, 24 candidates were examined:
17 for master and 4 for mate, coasting; and 1 for master and 2 for mate, minor
waters. One candidate failed for mate, coasting. Thirteen persons underwent the
sight tests.

At Nelson, B.C., Lieutenant Hallett, examiner, 12 candidates were examined:

4 for master and 7 for mate, minor waters; and 1 for temporary certificate. Two
candidates failed for mate, minor waters.

At Edmonton, Alta., Captain Grant, examiner; 1 candidate was examined for
master, minor waters.

Inland Waters Division.

At Toronto, Ont., Captain King, examiner, 109 candidates were examined: 41
for master and 35 for mate, inland waters, 11 for master and 9 for mate, minor
waters; and 13 for temporary certificates. Eighteen candidates failed: 8 for master
and 5 for mate, inland waters; and 1 for master and 4 for mate, minor waters.
Seven persons underwent the sight tests.

At Collingwood, Ont., Captain Coles, examiner, 52 candidates were examined:
1 for master and 1 for mate, coasting; 15 for master and 25 for mate, inland waters;
3 for master and 5 for mate, minor waters; and 2 for temporary certificates. Seven
candidates failed: 1 for master and 5 for mate, inland waters; and 1 for mate, minor
waters.

At Kenora, Ont., Captain Phillips, examiner, 4 candidates were examined for
temporary certificates.

At West Selkirk, Man., Captain Thord arson, examiner, 8 candidates were exam-
ined : 2 for master and 2 for mate, inland waters ; and 3 for master and 1 for mate,
minor waters.

CERTIFICATES ISSUED.

"During the year the following numbers and grades of certificates have been
issued to masters and mates: 12 masters', 16 mates' and 19 second mates' sea-going
certificates of competency; 1 master's and 1 mate's coasting certificates of service;
92 masters' and 84 mates' coasting certificates of competency; 62 masters' and 61

MASTERS AND MATES

203

SESSIONAL PAPER No. 21

mates' inland waters certificates of competency; 80 masters' and 34 mates' minor
waters certificates of competency; and 29 masters, temporary certificates. A com-
plete list of masters' and mates certificates issued during the year follows.

RECEIPTS AND EXPENDITURE.

The total amount collected in the way of examination fees for certificates during
the twelve months ended March 31, 1914, was $5,558.75, and the amount expended on
account of this service was $13,273.11, an excess of expenditure over receipts of
$7,714.36.

The following statement shows the total receipts and expenditures on account
of masters and mates during the last ten years: —

Expenditure.

Receipts.

For the fiscal year ended June 30, 1905 *

t. June 30, 190(5

ii March 31, 1907 (nine months)

March 31, 1908

March 31, 1909

$ cts.

5,884 74
7,068 15
5,934 16

11,508 31
8.244 56
6,662 52
5, S01 62
7,226 54
9,992 66

13,273 11

$ cts.

4,643 85
5,526 00
2,294 50
4,306 05
4,192 50

March 31, 1910

March 31, 1911

4,314 50
4,446 61

March 31, 1912

3,970 00

March 31, 1913

March 31, 1914

3,639 06
5,558 75

Expenditure

Receipts

81,596 37
42,891 82

42,891 82

Excess of expenditure over receipts

38,704 55

I have the honour to be, sir,

Your obedient servant,

B. F. BUKNETT,
Officer in Charge,

Masters and Seamen Branch.
Masters and Seamen Branch,

Department of Marine and Fisheries,
Ottawa, April 1, 1914.

204

MARINE AND FISHERIES

5 GEORGE V., A. 1915

List of Sea-going Certificates of Competency issued to Masters, Mates and Second
Mates, during the twelve months ended March 31, 1914.

No. of

Date

Where

Certi-
ficate .

of
Certificate

Name.

Grade.

Address.

Examination was
Passed.

Fee.

1913. '

$ cts.

3986

April 24..

Maynard Fielden

Master

New York, U.S.A....

Yarmouth, N.S. .

15 00

3987

24..

Joseph Mills

2nd Mate. . .

Brixham, Devon

Vancouver, B. C . .

8 00

3988

24..

Maurice N. Barkhouse. .

Kingsoort, N.S

Yarmouth

8 00

3989

May

9..

Andrew Mercer

Mate . . .

Edinburgh, Scotland .

Vancouver, B.C .

8 00

3990

„

9..

William Douglas Ryan . .

2nd Mate . .

San Francisco, U.S.A.

ii . .

8 00

3991

9..

Erastus E. Larkin ....

„

Pubnico, N.S

Yarmouth, N.S. . .

8 00

3992

22..

James J. Burke

„

St. John, N.B....

8 00

3993

„

30..

John Douglas Lane

Mate

Vancouver, B.C

Vancouver, B.C . .

8 00

3994

June

10..

Percy Ware . . . .'

Sydney, N.S

North Sydney, N.S

8 00

3995

17..lBeecher P. Powell..

Yarmouth, N.S

Yarmouth, N.S. . .

8 00

3996

„

17 . . Richard Charles Lechner

Master

New Jersey, LT.S. A . . .

M ...

15 00

3997

25..

Alphonse George Gleeson

Mate

New York, U.S.A....

8 00

3998

July

2..

James Edward Smith. . .

Master

Hantsport, N.S

ii ...

15 00

3999

14..

William Stanley Gordon.

2nd Mate. .

Charlottetown, P.E.I..

8 00

4000

18..

John Grosset

Mate

Dundee

Vancouver, B.C . .

8 00

4001

„

21..

Foster Bullerwell

Parrsboro, N.S.. . .

Yarmouth, N.S...

8 00

4002

Aug.

11..

Charles Edward Slater . .

Master

New York, U.S.A....

15 00

4003

13..

Hugh MacCallum

Mate

Port Pirie, South Aust.

Vancouver, B.C .

8 00

4004

„

21.

Henry John Perks

2nd Mate . . .

New York, U.S.A...

•.

8 00

4005

Sept.

27..
26..

Andrew Brown

Master

Mate

Brooklyn, N.Y

New York, U.S.A. ...

Yarmouth, N.S. . .
ii ...

15 00

4006

William McWhinnie. . . .

8 00

4007

Arthur Ellis

Sydney, N.S

15 0C

4008

26..

Donald Campbell

Skye, Scotland

Vancouver, B. C . .

15 00

4009

26..

Charles Hunt Gowing. . ,

2nd Mate . . .

Bellesdon, Norwich,

Eng.
Bridgewater, N.S

ii ...

8 00

4010

26..

Hugh C. Warner

Mate

Yarmouth, N.S. .

8 00

4011

26..

David Oswald Davies . . .

Master

Bronaub Newquay,
Wales.

North Sydney,N.S

15 00

4012

Oct.

William Thomas Morgan

2nd Mate . . .

Salmon Cove, N fid ... .

Halifax, N.S

8 00

4013

17..

Cecil Claxton

Mate

Middle Temple, Lon-
don, Eng.

Vancouver, B.C . .

8 0C

4014

Alexander H Birks. ....

Master

B ston, Mass

Yarmouth, N.S...

15 0C

4015

21..

John V. Redmond .•

2nd Mate . . .

New York, U.S.A....

8 00

4016

27..

James Duffy.

Mate

San Francisco, U.S.A.

Vancouver, B.C. . .

8 00

4017

Nov.

6..

Walter Denson .

New York, U.S. A ...

Yarmouth, N.S...

8 00

4018

18..

Frederick Charles Weeks

Vancouver, B.C ....

Vancouver, B.C . .

8 00

4C19

Dec.

Thomas Ainsley Ensor. .

Master

New York, U.S.A....

Yarmouth, N.S. . .

15 00

4020

••

1..

Albert Haithwaite Gard-

Seacombe, Eng . . .

Halifax, N.S

15 00

4021

1..

ner.
Thomas Campbell Ban-
nerman.

2nd Mate. . .

Halifax, N.S

8 00

4022

„

4..

James Sinclair

„

Yarmouth, N.S

Yarmouth, N.S. . .

8 00

4023

4 .

Leslie Kenneth G. Joss..

M ....

Vancouver, B.C.

Vancouver, B.C . .

8 00

4024

4..

Alexander Sullivan

Liverpool, Eng

8 00

4025

Feb ifi

George Hayes

Alfred Joseph Creer ....

Halifax, N.S

15 00

4026

24..

2nd Mate. . .

Vancouver, B.C

Vancouver, B.C . .

8 00

4027

Herbert William Doyle .
Charlie George Brinkman
William Wallace Mar-

Mate

Halifax, N.S

Halifax, N.S ....

8 0(

4028

8 00

4029

Mar.

2nd Mate. . .

Clifton, N.S

ii ....

8 0C

4030

shall .
Joseph Floiian Lacombe.

Montmagny, P.Q

Quebec, P.Q ....

8 0C

4031

„

23..

Antoine Fournier

St. Jean Port Job, P.Q.

8 0C

4032

23..

Maurice Geldert

Mate

Lunenburg, N.S

Yarmouth, N.S. . .

1 8 0C

MASTERS AND MATES

205

SESSIONAL PAPER No. 21

List of Certificates of Competency issued to Masters and Mates of Coasting and
Inland Vessels during the twelve months ended March 31, 1914.

No. of
Certi-
ficate.

Date of
Certifi-
cate.

Name.

Grade.

Address.

Where

Examination was

Passed.

Fee.

7039

1913.

April 16..
„ 16..
M 16..
H 16..

H 16..

n 16..
ii 16..

M 16..
„ 16..

ii 16..
.. 16..
H 16..
.. 16..
,. 16 .
i. 16..

ii 16..
ii 16..
M 16..
ii 16..
H 16..
ii 16..
ii 16..
H 16..
■i 16..
., 16.

,. 16..

H 16..
■i 16..
h 16..
.. 16..
H 16..
ii 16..
II 16..

ii 16..
n 24..
.. 24..
.. 24..
n 24..
,. 24..
„ 24 .

n 24..
,. 24 .
„ 24..
ii 24..
.. 24..

.. 24..
h 24..

April 24..
.. 24..
ii 24..

.. 24..
ii 24..

Thomas R. McLeod

Anson Burke Smith.
William Thomas Bonnett
WaJter John Willett. . . .
Joseph Eudor Houde . . .
Joseph Emile Fortin ....
Russell Coffin

Mate

Master

it
Mate

Keady, Ont

Collingwood, Ont..

Quebec, P.Q.....'.'
ii

Charlottetown,
P.E.I.

it . .

ti . .

Yarmouth, N.S. . ,

ii ...
North Sydney,

N.S.
North Sydney, N.S
Vancouver, B.C . .

Victoria, B.C

Vancouver, B. C . .

Toronto, Ont

Port Arthur, Ont..

ii ii
ii ii
Sault Ste. Marie,
Ont

$ cts.
6 00

7040

Midland, Ont

6 00

7041
7042
7043
7044
7045

Windsor, Ont

Parry Sound, Ont

St. Antoine, P.Q

Cap St. Ignace, P.Q.
York Oentre Gaspe,

P.Q.
Chateau Richer, P.Q. .
Chatham, N.B

Baie Verte, N.B

Charlottetown, P.E.I..

St. John, N.B

Marie Joseph, N.S
Edwardsville, N.S

North Sydney, N.S...
South Vancouver, B.C.
Victoria, B.C

6 00

15 00

6 00

7046

6 00

7047

7048
7049

Asa McLeod

Carl August Goodwin. . .

Ma
Ma

ster

15 00

15 00
15 00

7050
7051
7052
7053

7054
7055

7056

John Guy

Bruce Verner Weston . . .
Frederick A. Turner ....
Cbarles Marvin Fraser. .

John Theodore Dicks. . . .
Roderick MacKenzie.
James Flood

15 00
15 00
15 00
15 00

15 00

6 00

7057

Edward Sloane

Master

Mate

Master

Mate ....

Master.. . . .

Mate

Master

Mate

Master

Vancouver, B.C . ..

Smiths Falls, Ont

Port Arthur, Ont

Nipigon, Ont

15 00

7058
7059
7060

Irving C. Foster

William Garriock

William Alexander

Arthur Watson

6 00
15 00
15 00

7061

Corunna, Ont

Port Arthur, Ont.. ..
Sault Ste. Marie, Ont..

H n

Goderich, Ont

Wiarton, Ont

15 00

7062
7063

Henry Louis Gehl .

William Hyland

George Andrew Bridge. .

Joseph Hobbs

15 00
6 00

7064
7065

Sault Ste. Marie,
Ont

Goderich, Ont ....

Toronto, Ont

Quebec, P.Q

North Sydney, N.S

Toronto, Ont

Yarmouth, N.S. . .

Halifax,' N.S...!!.
Vancouver, B.C. . .

Quebec, P.Q

ti ....

Toronto, Ont

Victoria, B.C

Montreal, Que

15 00

7066

Allan McAulay

15 00
6 00

7067

Bert MacLean

6 00

7068

John Parker

6 00

7069
7070

Harold F. Randall

Frederick John Marigold
William Alfred Geddes. .
David Bourgault

John Theodore Dicks

Robert Patterson

Frank Edgar Smith

John P. Shears

Win. Warden Dauphinee
Charles Barker Smith . . .
Gabriel Lachance

Ernest Pouliot

Bastien Anctil

Seeley's Bay, Ont

Toronto, Ont

15 00
15 00

7071

6 00

7072

St Roch des Aulnaies,
P.Q

15 00

7073
7074
7075
7076

7077
7078
7079

7080
7081

Ms
Ma
Ms

tte

tster

i,te

ster

bte

North Sydney, N.S....

Kingston, Ont

Yarmouth, N.S

St. John, N.B

French Village, N.S . .

Vancouver, B.C

St. Jean Isle D'Or-

leans, P.Q

Chateau Richer, P.Q. .
Montcalm ville, P.Q. . .
Quebec, P.Q

6 00
15 00
15 00
15 00

6 00
15 00

6 00
6 00
6 00

7082

Joseph Adelard Bernier.
Jean Baptiste Gamache. .
Joseph Nap. Riverin

George Duguay

6 00

7083

LTslet, P.Q

6 00

7084
7085

Pointe a Pic Malbaie,

P.Q..

Pointe a Pic Malbaie,

P.Q

Montmagny, P.Q

Bracebridge, Ont

Victoria, B.C. ..:....
Vancouver, B.C. .

Kingston, Ont

Prescott, Ont

6 00

7086

7087
7088
7089

7090
7091

Diogene Couillard
Despres

William P. Tinkiss

Jack Finlator Nicholles.

John Alexander Mac-
Donald.

John Frederick So wards.

Arnold Robert Henry. . .

Master

Mate . . .

Master

M ....

6 00

15 00

6 00

15 00
15 00

206

MARINE AND FISHERIES

5 GEORGE V., A. 1915

List of Certificates of Competency issued to Masters and Mates of Coasting and Inland
Vessels during the twelve months ended March 31, 1914. — Continued.

No. of
Certi-
ficate .

Date of
Certifi-
cate.

Name .

Grade .

Address.

Where .
Examination was

7092
7093
705)4
7095
7096

7097
7098
7099
7100
7101
7i02
7103
7104

7105
7106
7107
7108
7109
7110
7111
7112
7113

7114
7115

7116

7117
7118

7119
7120
7121
7122
7123
7124

7125
7126
7127
7128
7129
7130
7131

7132
7133
7134
7135
7136
7137
7138
7L39
7140
7141
7142

7143
7144
7145

7146

1913.

April 24.
, 24.
24.
24.
24.

24.
, 24.

29.
i 29.
, 29.
, 29.
, 29.
, 29.

, 29.
. 29.
May 9.
9.
9.
ii 9
9.
9.
9.

m 10.
ii 14.

„ 14.
„ 14.
.. 14.

,. 14.

May 14.

„ 14.

„ 14

,, 19.

„ 22.

June 2 .

„ 10

„ 10.

,. 10.

„ 10.

„ 13.

,. 16.

., 19.

„ 25.

.. 25.

„ 25.

July 2.

Alphonse Robin ault. .
Joseph Oscar Sicotte .
George Daniel Lewis.

Robert Allison

Alvan Vye

Rowland Waldo Crocker
Emund Clemous Crocker

Peter J. Wilcox

Oscar Leblanc

Napoleon Mathurin ....

David John Gardner

Oscar Mercier

Vincent Thomas Mc-

Eachran.
Patrick John McCarthy.

Ernest Tufts

Robert Byers

Alex. McKay

James Alexander Menagh

John Simard

Samuel Rioux

Francis XavierLaviolette
Patrick Delanej*

Master.
Mate . .
Master,

Mate .

Master.
Mate.

Master.

Louis Henri Dufour. . .

Richard Joseph A. Hard-
ing.

Hans Magnus Furustad.

Hans Magnus Furustad .

John Wolstenholme Dre-
yer.

Rufus J. Weldon

Archie Ward

William John Shanahan.

Alexander Rainsborough

William Shearer

Theodore Gordon G.
Mahon .

Simon Kenneth Fraser. .

Joseph Doyle

Adrien Poitras

William Lawrence Yates

Alcide Talbot

Ulderic Lemieux

Howard B. Golding. .

Mate .
Master.
Mate. .
Master.

ii
Mate.

Master.
Mate. .

Master.
Master.

Mate.

James Fitzgerald

Wilfrid Robidoux

Omer Pothier

mer Pothier

Amedee Caron

Ralph William Carthew .

Joseph Bibeau

James Cunningham

Richard Trist

Richard Whiteman

Stanley Maynard

Henry James Stacey

Charles Savard

William Henry S. Mc-
Donald.

Master.

Mate. .

Master.

Mate.

Master.

Mate.
Master.
Mate .
Master.
Master.

Valley field, Que

Valleyfield, P.Q ....

Loggieville, N. B

North Esk, N.B

South Nelson Road.
N.B.

Newcastle, N.B

Newcastle, N. B

Louisburg, N.S

St. Zotique, P.Q

Quebec, P.Q

Halifax, N.S

Berthier, P.Q

Nelson, N.B

Chatham, N.B

St. John, N.B

Spanish, Ont

Selkirk, Man

Smith's Fall's, Ont

Limoilou, P.Q

Quebec, P.Q

Montreal, P.Q

Chatham, N.B

Chicoutimi, P.Q.
Vancouver, B.C. .

St. John West, N.B.,

St. John, N.N

Nelson, N.B

Chatham, N. B

Campbellton, N.B . .
Procton, B.C

Mate.

Amherstburgh, Ont..

Vancouver, B.C

Montreal, P.Q"

Vancouver, B.C. .. .

Berthier, P.Q

Levis, P.Q

North Wharf, St. John
N.B.

St. John, N.B

Yamaska, Que

Aylmer, P.Q

Montreal, Que . .

Chatham, N.B.'.
Newcastle, N.B.

Yarmouth, N.S.
Montreal, P.Q..
Quebec, P.Q ...
Yarmouth, N.S.
Montreal, P.Q. .
Chatham, N.B. .

L'IsIet, P.Q

Victoria, B.C

St. Anne deSorel, P.Q.

Victoria, B.C

Dryden, Ont

Yarmouth, N.S. . ,
Colli ngwood, Ont.
West Selkirk, Man

Toronto, Ont

Quebec, P.Q

Montreal, P.Q!!.,
Charlottetown,

P.E.I

Quebec, P.Q

Vancouver, B.C.

ii ...

Yarmouth, N.S. .
Yarmouth, N.S. .
Chatham, N.B. .

Yarmouth, N.S. .
Nelson, B.C

Toronto, Ont

Vancouver, B.C.

Quebec, P.Q

Vancouver. B.C.
Quebec, l3.Q

Yarmouth, N.S..

Montreal, Que.

Quebec, P.Q

Victoria, B C. . . .
Montreal, P Q . . .

Victoria, B.C

West Selkirk, Man

Okanagan Landing
B.C.

Vancouver, B C

Chicoutimi, P.Q......

Selkirk, Man

Nelson, B.C

Vancouver, B.C.
Quebec, P.Q.....
West Selkirk, Man

MASTERS AND MATES

207

SESSIONAL PAPER No. 21

List of Certificates of Competency issued to Masters and Mates of Coasting and Inland
Vessels during the twelve months ended March 31, 1914 — Continued.

No. of

Date

Where

Certi-

Name.

Grade.

Address.

Examination was

Fee.

ficate.

Certificate

Passed.

1911.

Sets.

7147

July 2..

Frederick Cogle

Master

Proctor, B.C

Nelson, B.C

15 00

7148

2..

Frank Wood

Woods Harbour, N.S. .

Yarmouth, N.S. . .

15 00

7149

„ 2..

Thomas Watt Weir

„

Cushing, P.Q

Montreal, P.Q...

15 00

7150

M 11..

William McKillop

Vancouver, B.C

Vancouver, B.C. .

15 00

7151

.. 11..

William McKillop

Mate

„

6 00

7152

i, 11..

John Fraser Crichton . . .

Master

New Westminter, B.C.

M . .

15 00

7153

,. 11..

James Edward Langue-

doc.
James Hf.nry Simpson . .

Gaspe Basin, P.Q. . .

Quebec, P.Q

15 00

7154

., 11..

Master

Brockville, Ont

Montreal, Que

15 00

7155

H 11..

Col land Massicotte ... .

it ....

Ste. Genevieva, Ont...

15 00

7156

„ 16..

James Ruxton McKay . .

Mate . ...

Victoria, B.C

Vancouver, B.C. . .

6 00

7157

,. 21..
,. 28. .
.. 28..

„ 28..

Donat Beaudet

Master

Mate

Master

Montreal, P.Q

Kenora, Ont

Picton, Ont

Montreal, Que . . .
Wt-st Selkirk, Man
Kingston, Ont

15 00

7158

John Wilson. .

6 00

7159

Thomas Lake Vandusen.
William Le Feuvre Che-

15 00

7160

valier

Mate

Vancouver, B.C

Vancouver, B.C..

6 00

7161

„ 28..

Harold Earnest Brown . .

Master

Lake Port, Ont

Kingston, Ont. ..

15 00

7162

.. 31..

Milton Janes

Mate

Port Dover, Ont

Collingwood, Ont.

6 00

7163

.. 31..

Vincent Laforest

Master

He de St. Ignace de
Lovola

Montreal, Q\ie ....

15 00

7164

Aug. 11.

Neil Perceval

M ....

South Vancouver, B.C.

Vancouver, B.C..

15 00

7165

.. 13..

James Banaghan

Mate

New Westminster, B.C

ii . .

6 00

7166

.. 13..

Frederick E. Williams . .

Halifax, N.S.

Yarmouth, N.S..

6 00

7167

■i 13.

James* F. Berry

Annapolis, N.S. .

6 00

7168

.. 18..

Angus McDonald

Nelson, B.C

6 00

7169

ii 18..

Donald McKinnon

„

Vancouver, B.C ... .

Vancouver, B.C. .

6 00

7170

H 18..

Joseph Edtnond DeVil-

lers

Lotbiniere, P.Q

Quebec, Que

6 00

7171

ii 25. .

David Heniy Armit. . . .

Master

Fort Fiances, Ont . . .

West Selkirk, Man

15 00

7172

.. 25..

Darius Smith

ii ...

West Vancouver, B.C. .

Vancouver, B.C..

15 00

7173

.. 25..

Ernest Vezina . .

Mate

Hellechasse, P.Q

Quebec, Que

6 00

7174

.. 27..

Stephen Carlson

Master

East Vancouuer, B.C.

Vancouver, B.C..

15 00

7175

.. 27..

Harold F. Henry

Mate

Halifax, N S

Yarmouth, N.S

6 00

7176

ii 27 . .

William Herbert Ransom

Master

King, Ont

Toronto, Ont

15 00

7177

.. 27.

George Cecil Cleveland. .

Mate

Hal. fax, N.S

Yarmouth, N.S. . .

6 00

7178

,. 27..

Reid W. Lewis

Master

St. John, N.B

15 00

7179

.. 28..

Charles A. deLachevro

tiere

Mate

Lotbiniere, P.Q. .

Quebec, Que ....

6 00

7180

.1 29..

James H. Wagner

Master

Port Mouton, N.S

Yarmouth, N.S. . .

15 00

7181

Sept. 30 . .

Albert Lachance

Mate

Quebec, P.Q

Quebec, Que

6 00

7182

„ 30..

Reginald V. McQueen .

Master

Sandwich, Ont

Collingwood, Ont.

15 00

7183

ii 30..

Arthur F. Thompson...

Mate

Beaumaris, Ont

6 00

7184

I. 30..

Zenon Laforest

Master

St Joseph de Sorel, P. Q

Montreal, Que. .

15 00

7185

ii 30..

Paul La vail ee

Ste. Anne de Sorel, P.Q

„

15 00

7186

., 30..

John Simpson

Mate

Penticton, B.C,... .

Nelson, B.C

6 04

7187

Sept. 30..

Murdock Campbell

Mate . . .

Stornoway, Sask

Nelson, B.C . .

6 CO

7188

-, 30..
„ 30 .

William Crawford ....

West Selkirk, Man ....

West Selkirk, Man

15 00

7189

Charles Edward Wood-

roffe

Bardesdale, Ont

Toronto, Ont. . . .

15 00

7190

- 30..

Andrew Sinclair

Victoria, B.C

Vancouver, B.C . .

15 00

7191

.. 30..

Wm. P. Billington

Mate

Victoria, B.C

Vancouver, B.C . .

6 00

7192

,, 30 .

Duncan MacKinnon . .

Vancouver, B.C

Vancouver, B.C . .

6 00

7193

,. 30..
ii 30. .
». 30 . .

Francois J« seph Beaudry

Asa Howard Myers

George Thomas Smith. . .

Ste. Anne dela Perade
Halifax, N.S

Quebec, P.Q

Halifax, N.S

Halifax, N.S...

6 00

7194

Master

6 00

7195

Halifax, N.S

15 00

7196

n 30..

Michael Kane

Halifax, N.S

Halifax, N.S .. ..

15 00

7107

.. 30.

Howard Whitman Faulk-

■i 30..

ner . '

William Hurley

Mate

Master

Halifax, N.S

Yarmouth, N.S. . .

6 00

7198

St. John, N.B

15 00

7199

h 30..
.. 30..

John P. Shears

Mate . .
Master

St. John, N.B

Yarmouth, N.S...
Yarmouth, N.S. . .

6 00

7200

Percv Byron Belyea

15 00

7201

ii 30..

Charles R. Teed

Freeport, N.S

Yarmouth, N.S. .

15 00

7202

Oct. 9..

Edward Harpin

Mate . .

St. Ours, P.Q

Montreal, P.Q

6 00

208

MARINE AND FISHERIES

5 GEORGE V., A. 1915

List of Certificates of Competency issued to Masters and Mates of Coasting and Inland
vessels during the twelve months ended March 31, 1914 — Continued.

No. of
Certi-
ficate.

Date of
Certifi-
cate.

Name.

Grade.

Address.

Where
Examination \
Passed.

vsls Fee.

7203
7204

1913.

Oct. 14..
ii 17..
M 21..

,. 22..
,. 27..

■■ 27..
„ 27..
,. 27..
,. 27..

h 27 .

„ 27..

Nov. 6..

6..

6..
Nov. 6, .
., 13..
.. 18..
n 18..
.. 18..

„ 18..

,. 22..
„ 27..

.. 27..

., 27..
., 27..
.. 27..
., 28..
Dec. 2..

2..

5 .

6..

9..

9..
ii 15..
H 15..
ii 15..
ii 15..
.. 15. .
„ 17..
.. 17..
n 19..

„ 20. .
ii 29..
.. 29..

ii 29..
Dec. 29..
.. 29..
„ 29..
n 29..
,. 29..
ii 29..

Arthur Deschenes

Master

Mate

Master

Mate

Master

Mate

Master

Mate

Master

Mate

Master

Mate

Master

Mate

Master

Mate

Master

Mate

Master

Mate

Master

Mate

Master

Mate

Master

Mate

Master

Mate

Master

Tadousac, P.Q

Vancouver, B.C.
Jones Falls, Ont ......

New Westminster, B.C

Yarmouth, N.S

Metaghan, N.S

Quebec, Q

Quebec, P.Q. .
Vancouver, B.(
Quebec, P.Q..
Vancouver, B.1
Yarmouth, Ni
Yarmouth, N.S

Quebec, Q

Montreal, P.Q

Yarmouth, Ni
Halifax, N.S..
Quebec, P.Q .
Quebec, P.Q .
Montreal, P.Q
Montreal. P.Q
Victoria, B.C.
Victoria, B.C.
Vancouver, B.<
Vancouver, B.1
Yarmouth, N.S
Victoria, B.C.
Nelson, B.C..
ii . .

Quebec, P.Q .

Yarmouth, N.S
Vancouver, B.(

Victoria," B.C.

Montreal, P,Q
Victoria B.C.
Halifax, N.S..
Victoria, B.C.
Yarmouth, N.S

Vancouver, B.(
Quebec, P.Q..

Halifax, N.S..
Nelson, B.C..
Victoria, B.C.
Quebec, P.Q..
Vancouver, B.i

Toronto, Ont .

ii
ii

Halitax, N.S..
Quebec, P.Q .

Quebec, P.Q '.

ii
Montreal, P.Q

ii
it

$cts.

15 00
3... 15 00

7205
7206

7207

Charles A. Mahoney

John Campbell

Even Nilson

... 15 00
J . . 15 00
>... 6 00

7208
7209

Raymond V. Comean —
FrancoisXavier Lachance

Joseph Mont petit

Stanley Allison Hutchin-
son

J... 6 00
... 15 00

7210
7211

721^5

Valleyfield, P.Q

Rexton, N.B

Riverport, N.S. .... .

Quebec, P.Q

. . . 15 00

J... 15 00
... 15 00

7213

Joseph Dechenes

Joseph Houde

Alexander Geddes

James Dennis Mahoney.

Neil MacLean

John Joseph Moore

Patrick McManus

Murray Dryburgh

Turner Ingalls, jr

Daniel Lambert

John MacKinnon

Avard William McCul-
loch.

William Alexander Tul-
lock.

Kenneth Kerr , .

Jon son Ardghar Gil-
christ.

J on son Ardghar Gil-
christ.

Havelock Brundige

... 6 00

7214
7215

7216
7217

St.JeanDechailons,P Q

Hamilton, Ont

Kingston, Ont

Victoria, B.C

... 6 00
... 15 00
... 15 00
. . 15 00

7218
7219
7220
7221
7222
7223

Victoria, B.C

Vancouve , B.C

West Vancouver, B.C.
Seal Cove Grand, N.B.

Victoria, B.C

Proctor, B. C

... 15 00
3 . . 15 00
3 . . 15 00
> . . 6 00
... 15 00
. . 6 00

7224
7225

7226

7227

7228

7229
7230

Pendicton, B.C

Kingston, Ont

St. John, N.B

Vancouver, B.C

Victoria, B.C ....

... 15 00

.. 15 00

>... 6 00
3 . . 15 00

.. 6 00

.. 15 00
... 15 00

7231

Frank Gosse

Achille Paradis

... 15 00

7232

Ste. Luce, P.Q

Victoria, B.C

Port Duff erin, N.S... .
Westminster, B.C. . .
Upper Gagetown, N. B.

St. John, N.B

V ancouver, B.C .
St. Jean Deschaillons,

P.Q.
Chester, N.S

... 6 00

7233

... 15 00

7234
7235
7236
7237

Vincent George Henry. .

Lewis Angus Beck

Henry Temple Day . ...

... 15 00
... 15 00
J... 6 00
... 15 00

7238

3 . . H 00

7239
7240

Joseph Houde

James Harold Hiechie . .

David Lloyd Jones

Alton Ingalls

... 15 00
... 15 00

7241
72*2
7243

Kelowna, B.C

New Westminster, B.C.

St. Michel, P.Q

Vancouver, B. C

Brantford, Ont

Fenelon Falls, Ont

Kingston Junction,

Ont.

Halifax, N.S

Riviere Ouelle, P.Q...
St Jean Deschaillons,

P.Q.

Quebec P.Q "

Ste. Luce, P.Q

... 15 00
. . 15 00
. . 15 00

7244
7245

Harry Duncan

3 . . 15 00
.. 6 00

7246

... 15 00

7247

7248

7249

Charles E. Graham

Richard Fleming

Joshua Gallop

... 6 00
... 15 00

... 6 00

7250
7251

Charles Mercier

. . 15 00
.. 15 00

7252

Oliva Laroche

. 15 10

7253

7254

Jean Benoit Deslauriers .

15 00

6 00

7255
7256

Robert Orr McLeod. . . .

... 15 00

Verdun, P.Q

... 15 00

7257

Lotbiniere, P.Q.

St. Fulgence, P.Q

... 6 00

7258

Prudent Boivin

... 15 00

MASTERS AND MATES

209

SESSIONAL PAPER No. 21

List of Certificates of Competency issued to Masters and Mates of Coasting and
Inland Vessels, during the twelve months ended March 31, 1914 — Continued.

No. of

Date of

Where

Certi-

Certifi-

Name.

Grade.

Address.

Examination was

Fee.

ficate

cate.

Passed.

1914.

$ cts.

7259

Dec. 29 .

Frank Clarence Polley . .

Master

Vancouver, B.C

Vancouver, B.C .

15 00

7260

n 29..

Frank Clarence Polley . .

Mate

H . .

6 00

7261

ii 29. . George C. Ludlow

„

Leamington, Ont

Toronto, Ont

6 00

7262

n 29 .

Midland, Ont. .

6 00

7263

.. 29..

John Frederick Rock . . .

Wiarton, Ont

6 00

7264

ii 29..

Harry J. Carter

Fort William, Ont. ..

ii . . . . .

6 00

7265

„ 29..

John Daniel Vosper

Master

Vancouver, B.C

Vancouver, B.C. . .

15 00

7266

.. 29 .

John Daniel Vosper

Mate .

„

6 00

7267

„ 29..

Charles E. Rush

Little Current, Ont. . . .

Toronto, Ont.. . .

0 00

7268

.. 29.

William Honsberger. . . .

Master

Toronto, Ont

ii ....

15 00

7269

„ 29 .

Daniel F. Cornett

„

Owen Sound, Ont

15 00

7270

Jan. 5..

Tupper Davidson

Mate

Collingwood, Ont

Collingwood, Ont.

6 00

7271

5..

Thomas Murphy

.Elgin, Ont

Montreal, P.Q....

6 00

7272

5..

Nelson Stuart Thomas. . .

„

Esquimalt, B.C

Victoria, B.C

6 00

7273

5..

Whitney Kennie.. . . .

Master

South Vancouver, B.C.

Vancouver, B.C. .

15 00

7274

5..

Joseph Henrv Glass. ...

Sarnia, Ont

Toronto, Ont

15 00

7275

5..

Clifford G. Schlochow...

Mate

West Toronto, Ont. . .

ii . . .

6 00

7276

5 .

Norman J. Gildner.. ...

Wiarton, Ont

6 00

7277

5 .

Wilbert Beatty

Master

Midland, Ont

15 00

7278

8 .

Albert Ernest Laking. . .

Collingwood, Ont.

15 00

7279

8..
8..
ii 12

William Sitland

John Allan Ewart ....

Halifax, N.S

Toronto, Ont., . .
Colling wood, Ont..
Toronto, Ont

15 00

7280

Toronto, Ont

15 00

7281

Collingwood, Ont

Fergus. Ont

15 00

7282

., 12..

David Knight Dick

15 00

7283

,, 12.

John Blackley

Golden, B.C

15 00

7284

.. 12..

Robert Bruce Angus. . . .

Mate

Toronto, Ont

6 00

7285

H 12.
.. 12..

John Parker

Charles Britton

Master

Wiarton, Ont

15 00

7286

Meaford, Ont

15 00

7287

ii 14..

Edgar Thibaudeau

Master

Portneuf, Que

Quebec, Que

15 00

7288

.. 14..

Frederick F. Foote

Fergus, Ont

Toronto, Ont . . .

15 00

7289

u 14..

Frank A. Garrett

„

Co lingwood, Ont

Colling wood, Ont.

15 00

7290

•i 14..
.i 14..
., 14..
.. 14..

Mate

Master

Mate

Batteau, Ont

ii it

Victoria, B.C

Vancouver, B.C .

6 00

7291

Ernest W. Baker

-Wm Moffatt Davidson .
Hugh Duff

15 00

7292

Victoria, B.C

6 00

7293

Vancouver, B.C

6 00

7294

.. 14..

Jairus Alexander Maus .

M . . .

6 00

7295

.. 14..

Cyril Bourgeois

Cheticamp, N.S

Yarmouth, N.S. .

6 00

7296

.. 14..

Melville A. Hornsby. . . .

Toronto, Ont.

Toronto, Ont . . . .

6 00

7297

,i 14..

William Dalton

Master

Port Dalhousie, Ont . .

15 00

7298

„ 21..

James Henry Campbell. .

Grwen hurst, Ont. . . .

Collingwood, Ont

15 00

7299

., 21..

Gilbert Craig Ostrom . . .

„

East Owen Sound, Ont

n H

15 00

7300

,. 21..

Eldon Walk ins haw

„

Collingwood, Ont

ii ii

15 00

7301

ii 21..

Gustaf Hultgren

Mate.

Windsor, Ont

Toronto, Ont

6 00

7302

ii 21..

Thomas Ge rge Honess. .

Master

Victoria, B.C

15 00

7303

.. 21..

Harry Leaney

Owen Sound, Ont

Toronto, Ont

15 00

7304

,. 21..

William James Ferguson

Mate . .

Wiarton, Ont

6 00

7305

■i 21..

Thomas E. Jones

Master

Sault Ste. Marie, Ont.

15 00

7306

., 21..

David Arthur Williams..

ii »

ii "

15 00

7307

ii 21..

David Langford

Fox Point, Ont

15 00

7308

„ 27..
i. 27..

Joseph Bishop

Mate

East Owen Sound, Ont
Oxenden, Ont

15 00

7309

Norman M. Soencer ....

6 00

7310

„ 27.. Alex. B. Wilson

Sarnia, Ont

„

6 00

7311

n 27. . Norman Walton

Toronto, Ont

6 00

7312

„ 27..

William Thomas Morgan

Salmon Cover, N'f'd. . .

Halifax, N.S

6 00

7313

.. 27 . .

Arthur Wood

Master

Liverpool, Eng

St. John, N.B....

15 CO

7314

.. 27..

Henry John Dunning . . .

„

Southampton, Eng. . . .

15 00

7315

h 27.

Leonard James Williams

New Barking Essex,
ting

„

15 00

7316

ii 27. .

James Dexter

Mate . ...

London, Eng

Vancouver, B.C

Victoria, B.C

15 00

7317

Feb. 6..

Jarrett L. Williams

6 00

7318

6..

James Cuthbert

Master

Cobourg, Ont

Toronto, Ont

15 00

7319

Richard Boyd Gerow. . . .
James M. Preston

Mate . .

Midland, Ont

Collingwood, Ont.
Toronto, Ont

6 00

7320

6..

Mate

Wiarton Ont

6 00

7321

6..

Robert Leitch. . . .

Courtright, Ont

ii . .

6 00

7322

6..

William Monat

Master

Vancouver, B.C

15 00

7323

6..

William Brown McCart-

ney

Master

ii . . .

F-5

21—14

210

MARINE AND FISHERIES

5 GEORGE V., A. 1915

List of Certificates of Competency issued to Masters and Mates of Coasting and Inland
Vessels during the twelve months ended March 31, 1914 — Continued.

No. of

Date

Certi-

ficate .

Certificate

1614.

7324

Feb. 6..

7325

6..

7326

6..

7327

6..

7328

6..

7329

6..

7330

H 11..

7331

„ 11..

7332

n 11..

7333

" 11..

7334

.i 11...

7335

„ 11..

7336

ii 11..

7337

,. 11..

7338

i. 11.

7339

,. 11..

7340

,. 11 . .

7341

ii 11..

7342

ii 11..

7343

„ 11..

7344

.. 11..

7345

„ 11..

7346

i, 16. .

7347

,. 16..

7348

„ 16.

7349

i. 16..

7350

,. 16..

7351

„ 16..

7352

ii 16..

7353

,. 16..

7354

.. 16..

7355

.. 16..

7356

ii 16.

7357

„ 16..

7358

.. 27..

7359

.. 27 . .

7360

• „ 27..

7361

n 27..

7362

„ 27.

7363

„ 27..

7364

ii 27..

7365

.. 27..

7366

- 27..

7367

.. 27..

7368

.. 27..

7369

.. 27..

7370

ii 27 . .

7371

.. 27..

7372

.. 27..

7373

.. 27..

7374

Mar. 7 . .

7375

ii 7

7376

7 .

7377

7..

7378

7..

7379

7..

7380

7..

1381

7..

7382

7..

7383

7..

7384

7 .

7385

7..

7386

7..

7387

7..

7388

7..

Name.

R McDonald Barkhouse

Erie C. Gibson

Vivian Gray

Thomas Cliff e

Joseph Connor

James Walker w . . .

Edward Walker Murphy

Harvey L. Weber

Jacob M. Collins

Joseph Theobald Mar-

chand

Dassise Rochon

Donald McGillivray

Summersgill Snoddy. . . .

Peter McKay

Peter McDonald

Tosep K. Bechard

Charles B. Kirk

George < '. Wilson

Cyril William McKim. . .

Peter Christianson

Herbert J. Brian

Calice P. Bourgeois

Charles A. Webster

Frank B. Mac Lean

Alfred Raymond

J oseph Leblanc

Emile Frenette

John T. Armstron

Norman Fanning

Duncan Campbell

Isi ore Thibodeau. ... .

William M. Wallace

Louis Moreau

Joseph Armstrong

Robert James Morgan. . .

George Irving

Vernon Hirtle

Thurlaw W. Bagnell . . .
Max^tin Joseph Seanlon . .
' Martin Joseph Seanlon. .

1 John Dempsey

' Frit jof Edwin Forsbom.
Fritjof Edwin Forsbom.
Alfred George Tinline. . .
Alfred George Tinline. . .

James Godman

Frank Bannerman

Ed ward Corcoran

Albro E. DeMill

Mark Edward Needham.
Robert Henry Pickering.
John Henry Ferguson . .
Morton Charles Griffin. .

Charles Fullerton

Leslie E. Webb

Henry Joseph McSherry.

John A. McDonald

William Spooner

Byron Getson

Clarence A. O'Hara

James More

Grad<

Master.

Mate.

Master.

Mate . .
Master.
Mate..

Master.

Mate.

Master.
Mate . .
Mate.
Master.
Mate . .
Master.
Master.
Mate. .

Master.
Mate . .

Master.

Mate. .

Master.
Mate . .
Master.
Mate.

Master,
Mate .

Address.

Mate Westport, N.S

Margaretsville, N.S.

Galiano Island, B.C.
Victoria, B.C

Midland, Ont

Collingwood, Ont.

it
Vancouver, B.C.

Champlain, Que....
Cascades Point, Que

Kingston, Ont

Vancouver, B.C. . .
Point Edward, Ont.
Goderich, Ont

Owen Sound, Ont ....

Lakeport, Ont

Port Dalhousie, Ont. .

Hamilton, Ont

Edmonton, Alta . .

Kingston, Ont

Halifax, N.S

Lions Head, Ont

Halifax, N.S

Pointe au Pere, Que. .
Kamouraska, Que. ..

Portneuf, Que

Sault ^te. Marie, Ont.
Collingwood, Ont....
Vancouver, B.C

Portneuf, Que

Owen Sound, Ont.

Penetangueshene, Ont
Sault Ste. Marie, Ont

Salmon Cove, Nfld

Dartmouth, N.S

Halifax, N.S

Where

Examination was

Passed.

Yarmouth, N.S.
Victoria, B.C.!

Collingwood, Ont.
Victoria," B.C

Montreal, Que.

Vancouver, B.C
Toronto, Ont. .

Collingwood, Ont
Edmonton, Alta.
Toronto, Ont ....

Halifax, N.S

Toronto, Ont. . . .

Halifax, N.S

Quebec, Que

Collingwood, Ont,
Collingwood, Ont
Vancouver, B.C. .

Quebec, Que

Collingwood, Ont

Halifax, N.S.

Vancouver, B.C Vancouver, B.C

Dunbarton, Out.

Toronto, Ont.

Kingston, Ont

Victoria, B.C

St. Catharines, Ont.

Kingston, Ont

Mate iCorunna, C >nt

Master Collingwood, Ont. . .

Mate Wiarton, Ont

Master.
Mate . .
Master.

Master.

Bent River, Ont

Goderich, Ont

Toronto, Ont .

Gore Bay, Ont

Halifax, N.S

Lahave, N.S

Isaac Harbour, N. S . . .
South Vancouver, B.C
Vancouver, B.C

Victoria, B.C

Collingwood, Ont

Toronto, Ont.

Halifax, N.S

Vancouver, B.C

MASTERS AND MATES

211

SESSIONAL PAPER No. 21

List of Certificates of Competency issued to Masters and Mates of Coasting and Inland
Vessels during the twelve months ended March 31, 1914 — Concluded.

No. of I

)ate of

Where

Certi- C

Certifi-

Name.

Grade.

Address.

Examination was

Fee.

ficate.

cate.

Passed.

$ cts .

73S9 M

xr. 7.

7..

Rasmus Ulsten

Mate

Vancouver, B.C

Victoria, B.C

Vancouver, B.C
Victoria, B.C

6 00

7390

Thomas Fowlow

6 00

7391

7..

Davis A. Brennen.

Master

Centreville, N.S

Yarmouth, N-S. . .

15 00

7392

, 7

John A. Mathews

Mate

Collingwood, Ont

Collingwood, Ont:

6 00

7393

7..

Isaac W. Horton

n . . . .*.

Guysboro, N.S

Yarmouth, N.S.. .

6 00

7394

7..

Lawless F. Brannen

Master..

Clarks Harbour, N.S. .

„

15 00

7395

7..

William J. Baker

11 . . V

Halifax, N.S

15 00

7396

. 23

Alexander Wilson

Collingwood, Ont

15 00

7397

■ 23..
. 23..

Mate

Port Arthur, Ont

15 00

7398

Josue Cassa vi

6 06

7399

, 23..

De Los Wilbur Whiteley

Sombra, Ont

6 00

7400

' 23..

Charles Albert Whiteside

Owen Sound, Ont

„

6 00

7401

■ 23..

Daniel McLeod

Collingwood, Ont

„

6 00

7402

i 23..

Hugh Roi-s Le Roy

Nottawa, Ont

6 00

7403

. 23..

Alphonse Blouin

St. Jean, Isle d'Orleans.

Quebec, P.Q

6 00

7404

, 23..

Adrien Dube

■i

St. Jean Port JoTi, Que

6 00

7405

. 23..

Eugene Laroche . .

Master

Deschaillons, P.Q

it ...

15 00

7406

. 23..

Joseph Arthur Lemay. . .

ii ....

Portneuf, P.Q

„

15 00

7407

, 23..

Maurice Vezina

„

St. Michel, P.Q.. . .

„

15 00

7408

. 23..
. 23..
, 23 .
. 23..
. 23..

Emile Ouellet

Mate

Master

Isle Verte, P.Q

Malbaie, P.Q

Victoria, B.C

Yarmouth, N.S. . .

15 00

7409

Elie Imbeault

15 00

7410

Bienville, P.Q

Victoria, B.C

Apple river, N.S. .'. . . .

6 00

7411

John J. Flood

15 00

7412

Percy Drew

15 00

7413

. 23..

Ralph E. Welch

Mate .

Westport, N.S

it ...

6 00

7414

. 23". .

Thomas Victor Darling. .

Master. . . .

Callander, Ont

Toronto, Ont

15 00

7415

. 23..

John F. O'Hara

Mate. ...

Isaac Harbour. N. S . . .

Halifax, N.S

6 00

7416

. 23..
. 23 .

Charles R. Churchill....
William D. Pearl

Master

Halifax, N.S

15 00

7417

Martins Brook, N.S. . .

15 00

7418

. 23..

William D. Pearl. .. .

Mate

„

6 00

7419

i 23 .

Ashley Myers

6 00

7420

. 23..

Albert Thomas Janes. . .

Mate. .

Vancouver, B.C

Vancouver, B.C. .

6 00

7421

a 23..

John Taylor ,

Master

15 00

7422

- 23..

John Taylor

Mate

it ....

6 00

7423

. 23..

Elzear Othot

Master

Quebec, Que

15 00

7424

. 23..

Octave Jules Morin

St. Marcel, P.Q

15 00

7425

. 23 .
. 23..

Mate. ,

Goderich, Ont

Owen Sound, Ont

Toronto, Ont ... .
Collingwood, Ont.

6 00

7426

James Devitt

6 00

7427

i 23..

Cyprien March and . . .

Master

Sorel, P.Q

Montreal, P.Q. ...

15 00

7428

. 23..

Joseph Pierre Dufour. . .

Mate

BaieSt. Paul, P.Q....

„

6 00

7429

, 23.

Walter Jacob Mills

Avonmore, Ont. ...

„

6 00

7430

i 23

Clarence E. Mosher . . .

Master. . . .

Dartmouth, N.S ....

Hal if ax, N.S

15 00

7431 ,

. 23..

Clarence E. Mosher. . . .

Mate

„

6 00

7432

. 23..
. 23..
i 2.*..

. 23

James William Jennex. .

Louis Dicks

Gordon Evans

Llewelyn Sheppard. ...

Master

Mate

Master.. . .

Jeddore, N.S. ...

Victoria, B.C ....

15 00

7433

Halifax, N.S

6 00

7434

Victoria, B.C

15 00

7435

15 00

7436 ,

. 23..

Stephen M. Rolfe.

Alma, N.B

St. John, N.B....

15 00

7437 .

. 23..

James Albert Bowes

Dartmouth, N.S

Halifax, N.S..

15 00

7438

- 28..

Richard Joseph Hickey.

Victoria, B.C

15 00

7439

. 28..

Edmond Groulx

Beauharnois, P.Q

Quebec. P.Q ...

15 00

7440

. 28..

Isaiah McDonald

Gabarous, C.B

North Svdney,N.S.

15 00

74 il

. 28..

Clarence Theodore John-

Mate.

Vancouver, B.C. ..... .

Vancouver, B.C. . .

6 00

7442 ■

. 28..

John Wm. Dollar

Master

Hampstead, N.B

St. John. N.B....

15 00

7443

i 28. .Edward Rowland Smith,
i 28 . .James Garriock

Fort William

Port Arthur, Ont.

15 00

7444

Port Arthur, Ont

15 00

7445 ,

i 28 .

Alexander Fraser

Mate

Pt. Edward Village, 0.

Toronto, Ont

6 00

7446

- 28..

William Edmond Cornett

Master

Owen Sound, Ont

Collingwood, Ont.

15 00

7447 -

. 28..

Owen M. Williams . . . .

Mate

Ostrea Lake, N.S

Halifax, N.S

6 00

7448

. 28..

A rthnr Moore

it ...

Bear River, N.S

Yarmouth, N.S. . .

6 00

7449 .

. 28..

St. Clair Cann

.i . .

Westport, N.S

6 00

7450

. 28..
. 28..

George U. Schmeisser. . .
Clayton M. Westhaver. .

ii ....

Lahave, N S

Halifax, N.S

6 00

7451 ,

Martins Brook, N.S. .

6 00

21— 14-J

212

MARINE AND FISHERIES

5 GEORGE V., A. 1915

List of Certificates of Service issued to Masters and Mates of Coasting and Inland
Vessels during the twelve months ended March 31, 1914.

No. of
Certi-
ficate .

Date of

Certificate

Name.

Grade .

Address .

Where

Examination was

Passed.

Fee.

3415
3416

1913.
Oct. 14..

1914.
Feb. 26..

Andre Evariste St. Pierre
Pierre Pineault

Mate

Master.

Rimouski, Que

Quebec, Que

$ cts.
4 00

8 00

List of Masters' Temporary Certificites issued during the twelve months ended

March 31, 1914.

No.
of
Certi-
ficate .

Date
of
Certifi-
cate.

1913.

April 15.

„ 15.

.. 15.

.. 24.

May 9.

ii 9.

., 14.

n 22

„ 27.

June 2.

I. 10.

July 2.

.. 11.

., 28.
Aug. 11.

„ 13.

Sept. 29.

m 29.

I. 29.

Oct. 7.

■i 17.

„ 17.

„ 18

1914.

Jan. 8.

„ 21.

Mar. 18.

Name.

Joseph Deslauriers . . .

Theodore Seaman ,

William K Sims

George Finan

George Lindsay

Charles Wesley Brooker

Charles McLeod

James Jackson ...

Albeit F. Stanton

William Cooke

William Powles

Robert H. Johnston.

Telesphore Martin

Albert Allen Jesmer . .
Stanley Horace Buck
land

John Cameron

William Edwin Owen. .

Henri Carriere

Joseph Roy

Oscar Wanamaker

James Pendergast

Simon Cimon

John T. Inman

Ole Dahl

John Standly

James I. Campbell

Charles Edwin Miller . . .
William McSeivewright.
Alfred Girard

Grade.

Master

Address.

Quebec, Que

Sauble Falls, Ont

Sault Ste. Marie, Ont

Braeside, Ont

Kenora, Ont

Cumberland, Ont. . . .
Indian, White Horse,
Y.T.

Port Stanton, Ont

Grenville, P.Q

Picton, Ont

Fort Carling, Ont. .
Pointe Fortune, P.Q..

Cornwall, Ont

Neilsonville, P.Q

Kingston, Ont

Richard's Landing,
Ont.

Montebello, P.Q

Carillon, P.Q

Lakefield, Ont. .

Cornwall, Ont

Roberval, P.Q

Bonshaw, P.E.I

Banff, Alta

Keloi

B.C

Dawson, Y.T

Vancouver, B.C. .
St. Fulgence, P.Q.

Where
Examination was

Quebec, Que

Collingwood, Ont.

Montreal, P.Q...
Kenora, Ont

Montreal, P.Q.

Collingwood, Ont,

Ottawa, Ont

Picton, Ont

Collingwood, Ont,
Montreal, P.Q....

Quebec, Que

Montreal, P.Q ...
Collingwood, Ont,

Montreal, P.Q....

Montreal, P.Q

Quebec, Que .....
Charlottetown

P.E.I.
Kenora, Ont

Nelson, B.C.

Dawson, Y.T.
Vancouver, B.C.
Montreal, P.Q..

Fee.

cts.

5 00
5 00

5 00
5 00
5 00
5 00
5 00
5 00

5 00
5 00
5 00

LIFE-SAVING STATIONS 213

SESSIONAL PAPER No. 21

APPENDIX No. 10.

LIFE SAVING REPORT FOR 1913-14.

To the Deputy Minister of Marine and Fisheries,
Ottawa, Ont.

Sir, — I have the honour to submit the following report of life saving service for
the season 1913-14.

NOVA SCOTIA.

Baker Cove. — There is a volunteer crew at this station. On the 19th May, 1913,
crew went to the assistance of the steamer Gerald Turnbull which ran ashore on Gan-
net Rock ledge, and stood by the vessel, but as the crew declined to abandon the ship
the life-boat returned to her station.

On May 30, Norwegian ship Freia parted her cables and went ashore on Sunday
point. Life-boat crew went around by shore with lines to render assistance to crew.
All saved.

Bay View. — There is a permanent crew at this station. During the year this
boat was called out several times to assist fishing boats in distress, and to search for
boats that had been blown out to sea.

On the 9th September, 1913, the schooner Agnes G. Donahue went ashore at point
Prim and became a total loss. Crew saved by life-boat.

Blanche. — There is a volunteer crew at this station.

On 20th November, 1913, an American fishing schooner ran ashore at the salvages
at 3 a.m. ; blowing hard. Life-boat went to assistance but found crew had abandoned
vessel.

Canso. — Volunteer crew at this station.

June 8, 1913, called out to wreck of schooner Shamrock. July 25, 1913, called out
to schooner Arethusa in distress.

Cheticamp. — There is a permanent crew at this station during the season of navi-
gation.

May 13, 1913, went to assistance of fishing boat in distress. Blowing hard.

August 4, 1913, went to assistance of disabled gasoline boat. Strong wind off
shore.

During the month of November, 1913, crew was out four times to assist fishing
vessels in distress.

Duncan Cove. — There is a volunteer crew at this station, and during the season
of 1913 they rendered assistance to a schooner that was in distress and in danger of
becoming a wreck.

Herring Cove. — Volunteer crew at this station. January 24, 1914, this crew was
called out to the wreck of the American schooner Selina which went ashore at Mau-
gers beach.

Seal Island. — There is a subsidized volunteer crew at this station. June 9, 1913,
called out to wreck of schooner Maia, took off crew of twenty men.

Westport. — There is a volunteer crew at this station which uses a subsidized fish-
ing boat. They were called out three times during the season to render assistance to
disabled fishing boats. At the wreck of the steamer Cooequid the crew patrolled Brier
island and, in addition, went in the tug John L. Cann and assisted in the salvage of
the passengers and crew of the wrecked steamer.

214 MARINE AND FISHERIES

5 GEORGE V., A. 1915

PRINCE EDWARD ISLAND.

Cascumpeque.— There is a volunteer crew at this station.

May 11, 1913, called out to the assistance of schooner Loring J. Haskell.

Charlottetown. — Volunteer crew at this station.

June 12, 1913, called out to the wreck of the schooner Polar Star.

October 5, went to the assistance of schooner Ada Mildred.

November 1, life-boat was towed out by Brant in heavy gale to the assistance of
schooner Flora T. The boat capsized and was damaged, the Brant being forced to
return to Charlottetown.

NEW BRUNSWICK.

Little Wood Island. — There is a permanent crew at this station, and during the
winter months a large mctor sloop is employed. During the season they were called
to the assistance of thirty-five disabled fishing boats and schooners, several of which
were in great danger and without the assistance of the life-boat crew would probably
have been wrecked, with loss of life.

ONTARIO.

Consecon.- — There is a volunteer crew at this station.

July 7, 1913, boat responded to a call for assistance from the steamer Ames. On
arrival at the wreck, a distance of 20 miles from the station, they found the crew had
managed to land in one of their own boats.

Goderich. — There is a volunteer crew at this station.

August 8, 1913, the life-boat was called to the assistance of a small boat with
two men in it which had capsized out in the lake. One man was rescued and the other
was unfortunately drowned. A heavy gale was blowing at the time. After the heavy
gale which swept the Great Lakes from the 8th to 11th November, 1913, the crew of this
station patrolled the beach looking for bodies of the dead, and rendered every assist-
ance possible. The sympathy of the department is extended to Coxswain McDonald,
whose son was one of the victims of the storm.

Long Point. — There is a permanent crew at this station during the season of navi-
gation on the great lakes.

July 7, 1913, crew went to the assistance of the barge Mary McLaughlin. The
vessel became a total wreck. Crew of five were rescued.

October 21, after a long hard pull the life-boat reached the wreck of the steamer
G. W. Elphiche which was ashore off the point, and rescued the crew of 18.

Point Pelee. — There is a permanent crew at this station during the season of
navigation. No casualties were reported from this station until the fall of 1913, when
the life-boat was called out four times to vessels in distress.

Toronto. — Permanent crew during the season of navigation. The work of the
crew at this station during the past season has been, on the whole, very satisfactory.
It would be too much to enumerate here the number of times they have been called
out to render assistance to persons and boats in distress. Canoes, skiffs, power-boats
and sailing yachts on the bay and in the harbour were assisted from time to time as
occasion demanded.

On, the 2'0th October, 1913, the crew of the barge Sligo was taken off the vessel
by the life-saving crew in the surf boat in a heavy gale of wind.

BRITISH COLUMBIA.

' Banfield. — Permanent crew at this station all the year round.
April 10, 1913, called out to assistance of Inlet Queen. Vessel was lost, but crew

May 3, called out to assistance of C.P.R. steamer Tees, ashore in Barclay sound.
Vessel was eventually released.

LIFE-SAVING STATIONS

215

SESSIONAL PAPER No. 21

December 6, called out to the assistance of gasoline boat ashore in Barclay sound.
Life-boat crew got the boat off and towed her to Banfield creek.

Clayoquot. — Permanent crew during winter months.

November 26, 1913, went to the rescue of a man whose boat was in danger.

January 15, 1914, rescued two men when boat capsized in a gale of wind. Also
rescued another man who was being blown out to sea.

Ucluelet. — Permanent crew.

Boat called out twice in November to assist vessels in distress. New motor life-
boat now in commission at this station.

HENBY THOMPSON, R.N.

General Supt. of the Life-saving Service.

Rewards, Savings Life, 1913-14.

$ cts.

$ cts.
3,767 19

Nova Scotia :
Bakers Cove

431 80

18,129 24

343 76

288 36

363 00

4,628 34

375 96

4,512 52

1,090 35

578 47

377 08

282 63

6,694 83

375 74

1,096 63

4,503 72

404 34

Bay View

Canso

Cheticamp

Devil Island ,

Duncan Cove

Herring Cove

Port Mouton

Sable Island

Seal Island

St. Paul Island .«

Whitehead

Prince Edward Island :

Alberton ...

44,476 77

378 03
318 22
712 07
470 29
698 97

289 00

, 305 70

7,366 40

3,485 36

Charluttetown

Priest Pond

Souris. . r

New Brunswick :

Cape Tormentine

Escuminac

Lit' le Wood Island

Richibucto

Quebec :

2,577 58
11,446 46

266 51

271 00
280 80
420 65
346 00
313 33

6.861 90

4.862 65
412 50
719 45
393 30

18,139 09

12,525 83

5,362 48

90 00

69 40

24,531 58
36 00

Ontario :
Cobourg

266 51

Collingwood

Goderich

Long Point

Pelee

Port Stanley

Southampton

Toronto Island

British Columbia :

Banfield

33,020 67

Clayoquot

Cluoose. . . ,

Ucluelet

Victoria

42,615 29

138,170 47

216

MARINE AND FISHERIES

5 GEORGE V., A. 1915
Life-saving Stations maintained

Stations.

New Brunswick —
Little Wood Island

Richibucto.

Point Escuniinac.

Cape Tormentine.

Nova Scotia —
Baker's Cove. .

Blanche ....

Clark Harbour.

Canso

Devil's Island. .
Duncan Cove. . .
Herring Cove. .
Pictou Island . .
Port Mouton. . .

Scattarie

Seal Island . .
St. Paul Island.
Whitehead

Sable Island

Cheticamp

Bay View (Digby Co.

Prince Edward Island-
Priest Pond

Charlottetown

Souris

Alberton

Cascumpeque.

1910

1907

1908

Coxswain.

Harry Harvey . .

Albert Long

E F. Flieger.

19121. Allen

1886
1889
1900

1885
1886
1885
1889
1889
1885
1880
1885
1890

1885

R. L. Baker

Edgar H. Swaine,

W. D. Attwood..

J. J. Berrigan . . .

B. H. Henneberry

J. W. Holland . ,

Edw. V. Dempsey

Duncan McCallum

Walter Cooke

Jas. Nearing . . .

Smith G. Penney. .

S u p t . Humane

Establishment
John Phalen . . .

Douglas Henne

berry.
w Jas. Ritcey

1911M.Maillett.

1911

1909
1907
1907
1907

J. W. Hayden...

Chas. Campbell. .

E. White

Pius Cheverie. . .
Gordon Bennett.

Joshua Hutt

Crew.

■2 s

5 • ?

I * §

* £ «-

O m <S>

75
75

75
75
75

75
75
75
75
75
75
75
250

75
250
250

Pay of Crew.

Coxswain $60 per month, crew $35
per month, 75c. a day board.

Coxswain $60 per month, crew $35
per month, 50c. a day board
during the season.

$2.00 per drill

75
75
75
75

$100 per annum.

$300 each per annum.

$2 per drill and extra when saving
life.

Paid as island staff.

Coxswain $60, eng. $50, crew $35
during season of navigation.

Coxswain $60 per mon., eng. $50,
crew $35 and $15 a month board.

$2 per drill and extra when saving

life.
$2 per drill and extra when saving

life.
$2 per drill and extra whpn saving

life.
$2 per drill and extra when saving

life.

$2 per drill and extra when saving
life.

LIFE-SAVING STATIONS

217

SESSIONAL PAPER No. 21

by the Dominion Government.

Description of Boat.

Cost.

Where Built.

Equipment.

Remarks.

Beebe-McLellan twin screw, motor

2,500

Sorel, P.Q

Full regulation. .

Station built 1911 and tele-

boat.

phone communications es-
tablished between Grand
Rock, Little Wood Island
and Seal Cove.

Race point surf -boat, 24 feet long.

225

k ii .....

New dwell ing house in com-
mission during season of
navigation.

Boathouse to be built.

Beebe-McLellan self -bailing

250

it ii

250

Dobbin's pattern self-righting, 28

feet long.
Beebe-McLellan sutf-boat, self-

575

Dartmouth, N.S.

Iron rails laid in 1900.

250

ii . .

New boat, 1901.

bailing, 25 feet long.

Beebe-McLellan self-bailing, 25

250

Boathouse completed June

feet long, low ends.

7, 1909.

Dobbin's pattern, surf boat, self-

575

ii . .

Lyle gun at this station.

bailing, 25 feet long.

Beebe-McLellan surf -boat, self-

250

Shelburne, N.S..

Lyle gun at this station and

bailing, 25 feet long.

250

ii . .

new boat in 1903.

Dobbin's pattern, self-righting

575

Dartmouth, N.S.

Telephone communication

and bailing, 25 feet long.

575

ii . ,

established 1913.

Beebe-McLellan surf -boat, self-

250

Shelburne, N.S..

New boat in 1903.

bailing, 25 feet long.

Beebe-McLellan boat on east side.

240

H it

Beebe-McLellan boat on west side

240

Halifax, N.S... .

ii it

Beebe-McLellan self -bailing, 25

250

Shelburne, N.S..

Lyle gun here since 1903.

feet long, low ends.

Dobbins's pattern, surf-boat, self-

575

Dartmouth, N.S.

bailing, 25 feet long.

Two Dobbin's pattern, self-right-

1,100

Halifax, N.S...

Lyle gun and rocket appar-

ing: and bailing, and one Beebe-

atus at this station. Cox-

McLellan self-bailing.

swain under control of
Supt. of Humane Estab-
lishment.

Beebe-McLellan twin screw, motor

2,500

Sorel, Q.... ...

New station with lookout

boat.

tower and telephone com-
munication has been com-
pleted.

36 feet, self-bailing, self-righting

9,500

Baycnne, N.J

power boat.

Board of Trade rocket apparatus .

England

Shelburne, N.S..

Beebe-McLellan self-bailing

225

Board of Trade rocket apparatus.

England

218

MARINE AND FISHERIES

5 GEORGE V., A. 1915
Life Saving Stations maintained by

Stations.

British Columbia-
Banfield

Ucluelet

Tassiat. . . .
Clayoquot .

Ontario — Great Lakes —
Cobourg

Collingwood . .

Goderich

Kincardine. . .
Long Point .

Point Pelee .

Port Hope

Port Stanley .

Consecon . .
Southampton.

1909
1907

1908

1907
1908

1882
1885
1886
1903
1902

1900

1889
1885

Coxswain.

}-Geo. Murray.

W. L. Thompson.

W. Kennedy,
A. Arnet

D. Rooney

G. F. Watts

Male. McDonald.
Thos. McGaw . . .
Jas. Smith

L. Wilkinson.

Toronto Island 1883

John McMahon .

J. R. Moore

Frank Ward.. . .

1898
1907

R. Bedford

Hector McLeod.

Crew.

S ^5

£ c3 *

CCr-H j_

y. cS 0
O mcL

(30
85

75
75
75
75

75
75

Pay of Crew.

Coxswain $110 per month, eng.
$75, crew $65 per month, 70c.
for board.

Coxswain $85 per month, $65 per
month for men during season
and 65c. board.

Patrol .

$65 per month when employed,
70c per day board.

$2 per drill and extra when saving
life.

1st April to 15th Dec, cox. $60

per month, crew $45 per month,

75c. per day board.
1st April to 15 Dec, cox. $60 per

month, crew $50 per month, 75c

per day board.

Cap. $100 per month, mate $80,
2nd mate $70 and crew $65, and
75c. per day, board allowance,
during season of navigati n.

$2 per drill,

Note— There are several other places in Canada, not regularly organized, which receive support from
N.S., Cape Tormentine, N.B., and Wellington on Lake Ontario. There is also a life-saving station at

LIFE-SAVING STATIONS

219

SESSIONAL PAPER No. 21
the Government — Concluded.

Description of Boat.

Cost.

Where built.

Equipment.

Remarks.

Self - righting, self - bailing 36 ft.

$
1,184 52

Bayonne City,

Full regulation. .

New motor boat and Lyle

power boat.

U.S.A.

gun in combination with
Pachena Bay.

Doherty's Improved Beebe-Mc-

575

Vancouver Ship-

Placed at Pachena Bay.

Lellan, 25 feet long.

yard Co., Van-
couver, B.C.

Doherty's Improved Beebe-Mc-

10,500

M. Defoe, Van-

Full regulation. .

Boat completed 1913.

Lellan, 25 feet long.

couver.

Dobbin's pattern, self-righting

750

Goderich, Ont . .

H . .

and bailing.

Beebe-McLellan self-bailing surf-
be >at.
Surf-boat

375

Collingwood, O..

ii . .

New boat in 1896.

330
350

New boat in 1892.

Beebe-McLellan self-bailing, surf-
boat.
Surf -boat

New boat in 1903.

500

Station moved to east end of

Point. Telephone commu-

nication established 191 3.f

•'

350

A tramway has been con-
structed at this station.

Dobbin's pattern, self - righting

and bailing.
Beebe-McLellan surf - boat, self-

620

Goderich, Ont. . .

ii . .

350

Collingwood, O..

bailing, 25 feet long.

Dobbin's pattern, self - righting

600

Goderich, Ont . .

2 motor boats one 25 miles an

and bailing.

hour, the other one 24

! miles an hour, have been

placed here. The station

was moved to Ward's Is-

land and plans are being

prepared for a sub station

at Hanlan's Point.

it n it

750

ii . .

Removed from Wellington
in 1893.

Beebe-McLellan surf-boat, self-

330

Collingwood, O..

bailing.

the Dominion Government where there is a life-saving service of more or less importance, such as Halifax
Victoria, B.C., maintained by the Victoria Life Saving Association.

220

MARINE AND FISHERIES

5 GEORGE V., A. 1915
SIGNAL STATION, CITADEL, HALIFAX, N.S.

Record of Shipping, as per record folio, from April 1, 1913, to March 31, 1914.
R — Reported, A— Arrived. P — Passed.

Months.

Men of War,
British.

«-< bo
<vr°

.2 *
go*"1

bo S

IP1

S3
.|l

Schooners, 3 mast-
er bearing private
signals.

Monthly Totals.

1913-1914.

April

May

132

117

1
1

3
1
1

70
72
65

69
72
65

55
50
61

55
50

1
1
1

7
13

13
8

...

136
137
136

135
137
136

September ..

128

127

57
52
78
65

57
52
78
64

37
47
46
30

37
47

46
30

1
2

10
3
7
3

10
3

7
3

105
105
131

105

131

February . . .
March. . . .

•

119

118

. . . 80S

803

519

... li

1 *30

1425

Total vessels reported 1,430

M arrived 1,425

it passed 5

L. G. VAN TUYL, CAPT. R.C.E.,

Supt. of Sigmls.

SABLE ISLAND 221

SESSIONAL PAPER No. 21

APPENDIX No. 11.
SABLE ISLAND.

Sir. — I beg to submit the following report for the period from May 22, 1913, to
February 28, 1914.

On May 22 of last year I landed with my family on the above named island, and
assumed the duties of superintendent.

During the first week after our arrival, in company with R. J. Boutilier, ex-sup-
erintendent, of the island, I visited all the stations and began my duties in a regular
way.

The season has been very uneventful, no known wrecks have occurred except the
wreckage found strewn along the shores of the island during the first week of Janu-
ary, which is generally believed to be all that remains of the schooner Iona W. of
Mahone Bay.

During the month of August some sixty or seventy deals landed on the island,
most likely washed from some deck-loaded vessel. They were hauled up and used for
building and repairs.

REPAIRS.

At main station we shingled part of roof of dwelling, greater part of horse-barn
roof, put new water spouting around it, and sundry other repairs. Temporary repairs
to cow barn.

New ladders reaching from ground to wind vane and anemometer some 35 feet,
and built a small icehouse 16 feet by 12 feet, which is now full of ice.

WEST LIGHT.

Shingled and put in good repair an outhouse used as a dairy and storehouse,
much needed ; made storm windows and new water-spouting for dwelling. Also storm
windows for No. 2 and 4 stations.

In July we built a new horse pound at No. 3 station.

Those, with a number of minor repairs, conclude the repair list.

PAINTED.

Dwelling at main station, lime-washed and trimmed all buildings around the
dwelling.

All the other stations are badly in need of paint and repairs, and some of them
very extensive.

Beach apparatus in fairly good condition.

POPULATION.

No. 1 station 14

Supt Blakney and family (7) : Carpenter, A. Gill; cook, W. Gill; boatman, W. Mott;
boatman, F. Blank; boatman, C. Cleary, boatman, D. Kennedy; boatman, C.
Driscol.
No. 2 station 5

Keeper and cockswain, D. Hennebery and family.
No. 3 station 5

Keeper, S. Glazebrook and family (4) ; assistant, W. Cleary.
No. 4 station 7

Keeper, J. Ritcey and family ( 5 ) ; assistant, A. "Whare ; assistant, S. Deyoung.

222 MARINE AND FISHERIES

5 GEORGE V., A. 1915

No. 13 station 5

Keeper, A. Northrup and family.
West light 7

Keeper, J. Edwards and family (6) ; assistant, J. Edwards, jr.
East light 8

Keeper, X Gregore and family (7) ; assistant, H. Naugle
Marconi wireless station 5

Chief operator, D. Ross ; assistant operator, H. Coade ; assistant operator, G. Cope ;
assistant operator, R. Adendorff ; cook, R. Cleary.

Total 56

A type writing machine would be a very useful thing, as well as handy ; am doing
this work with Mr. Koss's, the chief operator's machine.

BOATS ON HAND.

Main station : One life-boat, two surf -boats, two dories.

No. 3 station : One life-boat, one surf boat.

No. 4 station : Two life-boats, one surf boat, one dory.

All iii fairly good condition except surf boat No. 4, for which there is a new one
ordered.

Farming was executed as usual. Crops were about an average judging from past
records, except potatoes, which were poor.

Stcck kil'ed: Four oxen, weighing 2,860 pounds; thirteen hogs, weighing 2,070 pounds.
Stock on hand: Sixty horned cattle, forty trained horses, two colts, six hogs.

Patrolled in thick weather eighteen times.

Shipped : Thirty-three horses, thirty-five barrels cranberries, an old lantern from West light,
and a number of salt hides.

Number of boat drills: Nine.

Number of drills with beach apparatus : Eight.

I would like to recommend that a motor dory be supplied for the island, for use
in cases where we have long distances to go, such as to the detached bar, where we
had to go during the winter, or even further, to the supposed new island which may
be there yet, and also in cases of a heavy surf with wind on the shore, to pull life-,
boat or surf boat out in an emergency. For general work it would be a very useful
boat, a good investment.

The telephones are in poor condition.

I am your obedient servant,
J. C. BLAKENY,

Superintendent Sable Island.

STEAMBOAT INSPECTION 223

SESSIONAL PAPER No. 21

APPENDIX No. 12.
BOAKD OF STEAMBOAT INSPECTION, CHAIRMAN'S EEPORT.

Ottawa, October 7, 1914.

To the Deputy Minister of Marine and Fisheries,
Ottawa.

Sir, — I have the honour to submit, as follows, the annual report of the Steamboat
Inspection Service, for the fiscal year ending March 31, 1914.

STAFF.

In view of the increased work at Halifax, and that an officer might be available
for the inspection of ships' tackle, Mr. Dennis J. Murray was appointed inspector of
boilers and machinery at Halifax, with instructions that his duties should cover the
inspection of ships' tackle. Mr. Murray was appointed to this position on November
1, 1913.

In connection with the International Conference on Safety of Life at Sea, Mr.
McDonnell, assistant chairman, left Ottawa for London on the 28th October, 1913,
to act in the capacity of expert consultant to yourself the delegate from Canada. Mr.
McDonnell returned to Ottawa on January 20, 1914.

During the year, consideration was given to the amendment of the life-saving
appliances rules, and a draft set of rules was prepared and issued to shipowners and
others interested, with a view to having their criticisms thereon.

Considerable work was also done by the staff in connection with the revision of
Parts VII and IX of the Canada Shipping Act.

BOARD MEETINGS.

During the year various board meetings have been held to discuss questions which
have arisen, principally in connection with interpretation of the rules governing the
inspection of boilers and machinery.

CASUALTIES.

The following are the casualties reported from the several divisions during the
year ending March 31, 1914.

Nova Scotia Division. — On November 1, 1913, the ss. Bridgeport left Sydney,
N.S., for Montreal, with a cargo of coal, and never reported.

On January 13, 1914, the ss. Cobequid stranded on Trinity ledge, bay of Fundy,
and became a total loss. No lives lost.

On March 17, 1914, the ss. City of Sydney struck off Shag rock, N.S., and became
a total loss. No lives lost.

New Brunswick Division. — On December 7, 1913, the ss. Imperator was destroyed
by fire, while at her dock at Bathurst, N.B.

Quebec Division. — On July 28, 1913, the ss. Lady of Gaspe, of Quebec, while on
her trip from Montreal to Gaspe, collided with the steamer Crown of Cordova sustain-
ing considerable damage to her hull. She was immediately beached to prevent sink-
ing and hauled off the next day and towed to Quebec for repairs. No fatalities.

224 MARINE AND FISHERIES

5 GEORGE V., A. 1915

Sorel Division. — On January 21, 1914, the ferry steamer Glacial, of Montreal,
while lying at her wharf at Three Rivers, was crushed by the ice and sank in about
40 feet of water. No fatalities.

Montreal Division. — On June 7, 1913, the ss. Agnes, of Montreal, 29 tons gross
tonnage, while lying at the wharf at Buckingham, Que., was totally destroyed by fire.
Cause of fire unknown.

On March 24, 1914, the ss. City of Montreal, of Toronto, 1,554 tons gross tonnage,
while lying in winter quarters in the canal at Montreal, caught fire and was partially
burnt. The hull and machinery have since been repaired, and the steamer is now
running as a freight boat. Cause *of fire unknown.

Kingston Division. — On October 7, 1913, the ss. John Duncan, while proceeding
down lake Ontario — coal laden — broke her outside stern bearing, allowing the tail
shaft to drop, thereby shaking the stern tube loose and breaking the gland on the
stern pipe, and had to be beached at South Bay point, on the morning of October 8.
On examination in dry dock, found three blades broken off the propeller.

Toronto Division. — On June 29, 1913, the tug W. H. Price, of Collingwood, was
totally destroyed by fire at Parry Sound.

On August 8, 1913, the passenger steamer John Lee, Sr., of Wallaceburg, was
partially destroyed by fire at Port McNicol.

On August 30, 1913, the tug Gale (formerly Active, of Amherstburg) , was totally
destroyed by fire at Pelee island.

During a storm which prevailed on lakes Huron and Superior, November 9 and
10,' 1913, the ss. James Carruthers, of Toronto, foundered on lake Huron, the ss.Reginp,
and Wexford, registered in Great Britain, also foundered on lake Huron in the same
storm, the entire crews of the three steamers (numbering about 50 persons) were
drowned.

At the same time the ss. Acadian, of Glasgow, G.B., was driven ashore near North
point, Saginaw bay, and the Turret Chief went ashore on Keweenaw point, Lake
Superior. The Acadian was released, and repaired at Detroit, Mich., the Turret Chief
was abandoned by the owners to the underwriters, and is still in the same position.

Collingwood Division. — On May 2, 1913, the ss. John Torrent, of Sault Ste. Marie,
was burnt at Richards Landing, St. Mary river. Cause of fire unknown. No
casualties.

On August 21, 1913, the ss. Clara Hichler, of Sault Ste. Marie, foundered off
Point Iroquois, Whitefish bay, and is not yet regarded as a total loss. No casualities.

On September 5, 1913, the ss. Victoria K, of Goderich, was in collision with the
steamer Germanic of Collingwood, off the harbour of Blind River, which resulted in
the drowning of one man and the sinking of the ss. Victoria K, which steamer has
since been raised and repaired.

On October 7, 1913, the ss. Aggie B. Reid, of Sault Ste. Marie, was burnt, and
sank between Thessalon and Cockburn island, North channel. Fire was caused by the
upsetting of a can of kerosene oil.

On November 8, 1913, the ss. Leafield, of Newcastle, G.B., is believed to have
foundered off Keweenaw point, Lake Superior, which resulted in the loss of all hands,
supposed to be twenty in number.

Port Arthur Division. — On January 1, 1914, the tug Sarnia, of Port Arthur, while
lying at the Subway dock at Fort William, had the upper works gutted by fire.
Neither the hull nor the machinery was damaged; cause of fire unknown.

Vancouver Division. — On May 9, 1913, about 2 a.m., the freight steamer Ophir,
owned by the Lincoln Steamship Company, Limited, while at the Brunswick cannery,
Canoe Pass, B.C., took fire in the quarters occupied by the crew, six of whom were
suffocated wtiile asleep. The hull was totally destroyed, boiler and machinery after-
wards salved. Cause of fire unknown.

STEAMBOAT INSPECTION 225

SESSIONAL PAPER No. 21

On July 13, 1913, the gasoline passenger vessel Christella owned by the Inland
Transportation Company, Limited, of Vancouver, B.C., caught fire while anchored off
Deadman's island, Vancouver, in charge of a watchman, and was burned to the water's
edge, becoming a total loss. Cause of fire unknown. No lives were lost.

On February 26, 1914, the tug M. T. Co. No. 2, owned by the Metropole Trans-
portation Company, Limited, of Vancouver, B.C., while at Port Moody, caught fire in
the engine room. The fire getting beyond control, the vessel had to be towed out to
deep water where she burned to the water's edge and sank, becoming a total loss. No
lives were lost.

On February 3, 1914, the steamer Vadso, owned by the Boscowitz Steamship Com-
pany, Limited, of Victoria, B.C., when off the Milor peninsula, struck an uncharted
rock and foundered in deep water about twenty minutes after striking. No lives were
lost.

Victoria Division. — On April 13, 1913, the ss. Princess Sophia, while on a voyage
from Skagway to Victoria, stranded on Sentinel reef, situated at the southern end of
Lynn canal, Alaska, and sustained considerable damage to stem and bow plating, etc.,
filling forepeak and forward ballast tanks with water. At high water, the same day,
the vessel floated and proceeded to Victoria. Extensive repairs were effected on the
British Columbia Marine Railway's slip, on the completion of which the vessel returned
to Victoria.

On May 2, 1913, the ss. Prince Albert, entering Port Simpson, grounded on Alex-
ander reef at 3.20 a.m., receiving considerable damage to hull plating, forward to
amidships, lifting floors in bottom ballast tank. After discharging 30 tons of cargo,
the vessel refloated at 3.40 a.m. the following day, and proceeded to Victoria. Repairs
were carried out by the British Columbia Marine Railway Company at Esquimalt.

On June 21, 1913, the ss. Protective, whilst entering "Brentwood bay, Saanich
inlet, going slow, grounded on rock and pivoted on keel 15 feet from stern post. With
the falling tide the vessel listed and gradually went over on port side to an angle of
80° and remained in that position until 7 p.m. the following day, when with the assist-
ance of the salvage steamer Salvor, she was floated; and having sustained much dam-
age to hull planking she was towed to Victoria and placed on the Victoria Machinery
Depot's slip for repairs.

On August 30, 1913, the ss. Trader, while on a voyage from Victoria to New
Westminster, broke the L. P. cross-head and cylinder cover. The vessel returned to
Victoria, where repairs were effected, after which she proceeded on her voyage.

On October 25, 1913, at 4.30 a.m., the Canadian Government tug Point Hope col-
lided in Victoria harbour off Shoal point with the United States steamer Dispatch.
As a result, the hull of the Point Hope was seriously damaged above the water line,
and damage of a minor extent to steam connections in the engine room was sustained.
The vessel was hauled out on Turpel's ways and repaired.

On November 4, 1913, the ss. Shoohum, proceeding from Westbank to Penticton,
and towing a scow loaded with cement, collided with car barges which were being
pushed ahead of the Canadian Pacific Railway tug Castlegar, completely wrecking the
superstructure of the Shoohum, and causing loss of equipment and damage to hull,
above water line. Two of the crew suffered slight injuries. The vessel was hauled
out for repairs at Naramatta, the upper works being entirely renewed, and extensive
repairs effected to hull.

On December 2, 1913, the ss. Prince Albert, when leaving the port of Jedway,
grounded on hard bottom, sustaining damage to stern post. Repairs were carried out
on the " ways " of the British Columbia Marine Railway Co. at Esquimalt, B.C.

On December 20, 1913, the ss. Prince George stranded at the entrance to Van-
couver narrows during a dense fog, sustaining considerable damage to bottom at No.

21—15

226 MARINE AND FISHERIES

5 GEORGE V., A. 1915

1 hold. Tlu' vessel, after being aground for 3£ hours, floated and proceeded to
Victoria. Permanent repairs were effected by the British Marine Railway Company
on the Government dry dock, Esquimalt.

On January 25, 1914, at 10.28 a.m., the ss. Princess Sophia, on a voyage from
Skagway, Alaska, to Victoria, with freight and passengers, stranded on a point in
Johnson strait, 1£ mile east of Port Neville, sustaining considerable damage to bottom
and forefoot. At 2 a.m. the following day the vessel was floated and taken to Port
Harvey for temporary repairs, on completion of which she steamed to Victoria. Per-
manent repairs were carried out on the ways of the Victoria Machinery Depot.

On March 2, 1914, ss. Prince John, whilst making a landing at Swanson bay,
collided with the Canadian Government steamer Newington, which was lying at the
wharf, doing damage to several plates on the starboard quarter of the Newington.
The latter proceeded to Victoria and was repaired at the Government dockyard,
Esquimalt.

On March 21, 1914, the ss. British Empire, while entering North passage, Finlay-
son channel, collided with a rock on the east side of Boat bluff, on the south end of
Sarah island, on account of which she sustained considerable damage to the bow under
water line. The vessel afterwards proceeded to Vancouver, where permanent repairs
were carried out.

I would respectfully call your attention to the appendix to this report, published
separately, in which will be found tables as follows, for the fiscal year ended March
31, 1914:—

(1) Steamships inspected, with their gross tonnage, and with the number of
passengers they were certified for, the date of expiry of certificate, and trade and route
for which they were certified.

(2) Steamships not inspected, with their gross tonnage, the trade in which they
would be employed, and reason for not being inspected.

(3) Steamships added to the Dominion, with particulars as to their tonnage,
power, etc.

(4) Steamships lost, broken up or otherwise taken out of commission, with gross
tonnage, reason of removal from commission, etc.

(5) Certificates of competency granted to engineers, with the grade of certificate
issued, etc.

I have the honour to be, sir

Your obedient servant,

T. R. FERGUSON,

Chairman.

STEAMBOAT INSPECTION

227

SESSIONAL PAPER No. 21

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228 MARINE AXD FISHERIES

5 GEORGE V., A. 1915

APPENDIX No. 13.

HARBOUR COMMISSIONERS REPORTS OF MONTREAL, QUEBEC,
TORONTO, THREE RIYERS, NORTH SYDNEY, PICTOU AND

BELLEVILLE.

ANNUAL REPORT OF THE HARBOUR COMMISSIONERS OF MONTREAL FOR THE YEAR 1913.

Montreal, February 20, 1914.

To Hon. J. D. Hazen, K.C., M.P.,

Minister of Marine and Fisheries,
Ottawa, Ont.

Sir, — In compliance with section 51 of the Commissioners' Act, 57-8 Victoria,
^chapter 48, the Harbour Commissioners of Montreal herewith respectfully submit
their annual report of operations for the year ending December 31, 1913, embracing
a full account of all moneys by them received and disbursed, and describing the
improvements made or under way.

We have the honour to be, sir,

Yours very respectfully,

W. G. ROSS, President
. F. ROBERTSON,

A. E. LABELLE,

Harbour C ommissioners.

HARBOUR COMMISSION OF MONTREAL, 1913.

The present board of harbour commissioners assumed office on the 1st January,
1913, and during the first few months had many problems to study and a programme
of development and construction work in progress to consider, demands from the
shipping companies for berths which were not available, for railway traffic which
could not be accommodated, and they were deluged with urgent appeals from the
grain trade and grain commission for more facilities for the storage and handling
of grain.

The work of developing and improving the harbour facilities has been pushed
with all the energy at command, under the stimulus, not only of the normal increase
of the business of the port, but especially in the endeavour to provide facilities for
steamship lines and others desiring to establish business at the port of Montreal.

An outline of the work done is summarized below: —

REORGANIZATION OF ACCOUNTING DEPARTMENT.

On assuming office, the commissioners took up the question of the accounting
system, two sets of books being kept by the corporation, the secretary-treasurer hav-
ing charge of both the. collection and disbursement of moneys, direct control of the
general ledger, and certain principal accounting records, while the chief engineer,

MONTREAL HARBOUR COMMISSIONERS 229

SESSIONAL PAPER No. 21

who prepares and is responsible for the estimates, had control of the distribution of
materials and supplies, the keeping of time, and the engineering cost records, all of
which did not provide an effective system of internal check.

As recommended by the Public Service Commission, 1912, which investigated the
transactions of the harbour commissioners of Montreal, on July 1, a comptrollers'
department was organized, having entire responsibility for all accounting and cost
records of every department, including the preparation of bills, certification of
vouchers, time-keeping and store records.

POLICE DEPARTMENT.

A harbour police department was organized on the 1st of May with a view of
assisting the police of the city of Montreal in affording police protection to persons
and property within the harbour, and of controlling and systematizing the vehicular
traffic in order to minimize the congested state of the wharves, which is caused
mainly by the large number of teams desiring entrance to piers, sheds, etc., at certain
hours, ac well as the traffic prior to the arrival and departure of steamers.

As it is impossible to forbid free movement of trains, which would in a great
manner decrease the efficiency and handling capacity of the port, this department was
of inestimable assistance to the railway department, not only in the regulating of
traffic, but also in clearing the wharves of undesirables, as such have been nearly
nil the sufferers from accidents in the past.

Two hundred and sixty-eight prisoners were brought before magistrates and
recorders during the year.

VESSEL TONNAGE OF THE PORT.

Notwithstanding the marked depression in trade in the commercial world during
the latter part of the season, due to which, it was not expected that the tonnage of the
port would show great increase, it is most gratifying for the commissioners to be able
to announce that the past year has been a record one, as far as shipping is concerned,
returns eclipsing by far those of any previous year, as may be seen from the statements
appended hereto, showing respectively, for the past ten year?: —

1. The number and tonnage of all vessels.

2. Classification of transatlantic vessels.

3. Classification of vessels from the Lower St. Lawrence and Maritime Provinces.
1. Number and tonnage of sea-going vessels and their different nationalities, also

the number of men that manned the vessels.

5. The opening and closing of navigation, the first arrival and last departure of
vessels, and the greatest number in port at one time.

An increase of 1,340,311 tons in ocean and inland vessels is recorded.

The season of navigation was also lengthened by the opening of navigation in the
port fourteen days earlier than in the year 1912, and the closing six days later.

NEW STEAMSHIP LINES, ETC.

On the 22nd of May, the ss. La Touraine of La Compagnie Generale Transatlan-
tique arrived in the port of Montreal, thus inaugurating a new direct service between
Havre, France, and Montreal, and while only two sailings took place from the port
during the season, it is expected that a regular service will be established during the
year 1914.

The ss. Andania and other liners were added to the services already in operation
from the port, and it is expected that the season 1914 will witness the arrival of the
new ss. Regina, 16,000 tons burthen, of the White Star-Dominion Line, and the
Alsatian and Calgarian of the Allan Line, and an additional number of tramp steam-
ships.

230 MARINE AND FISHERIES

5 GEORGE V., A. 1915

The addition of new steamship lines and steamships annually is convincing justifi-
cation of the adoption of the scheme of harbour development undertaken during the
past year to provide additional berthing accommodation. When we find steamship
lines expanding or entering new ports, it may be assumed that the management of these
corporations have satisfactory assurance that the outlay is justified by the profits to be
had in trading to the port of Montreal. Such expansion or increase in tonnage means
the necessity for more and better facilities in the port that expects to handle it; and
if the port of Montreal is to keep pace with this shipbuilding and procure its propor-
tionate share of the prosperity which the present activity forecasts, then it must imme-
diately provide the piers, the docking spaces, the railroad and storage facilities which
any material increase in this port's commerce will require.

RAILWAY DEPARTMENT.

Winter operations,— During the winter months, three of the harbour freight sheds
were occupied for the distribution of railway freight, the railway traffic of the sheds
with the team traffic and interchange of freight between railways keeping the car
receipts well above former years, the increase over 1912 being more than 30 per cent.

Car handling. — The operation of the season of navigation began somewhat earlier
this year than in the past, and by the latter part of April, import and export freight
was being handled. The first two months of the season, May and June, were excep-
tionally heavy, and gave promise of a very successful season. Unfortunately, there-
after, the effects of the trade depression throughout the country was seriously felt, and
at no time after July 5 did the car receipts come up to the returns of last year.

The decrease in car handling during the season of navigation was over 2,000
cars. Observations show that this reduction was due principally to the falling-off of
shipments of apples, lumber, and hay for export, as well as a decrease in local freight.
In 1912, 293,847 barrels of apples were exported from Montreal, whereas this year
the shipments handled totalled only 207,926 barrels, a decrease of, approximately,
560 cars.

Car handling at the freight sheds, however, shows an increase of 12 per cent due
to the fact that three more sheds were put into service this year.

In spite of the large amount of construction work and improvements to the rail-
ways tracks, the operations of this department were conducted successfully throughout
the whole season.

president's western trip.

Taking advantage of an invitation extended by the R. & O. Navigation Co., the
president, on the 3rd June, 1913, attended the launching at Port Arthur of the
steamer Noronic, after which ceremony an opportunity was afforded to impress upon
the large grain exporters the advantages of the Canadian route and the economic
facilities created at the port of Montreal for the handling of the products of the west.
A mass of valuable information was collected and has been printed in a separate
report, comprising a study of grain transportation, elevator tariffs, etc.

trip to buffalo.

In October, the commissioners visited Buffalo where every courtesy was shown
them in inspecting the elevator equipment at the port for the handling of grain.

CONFERENCE OF PORT AUTHORITIES.

On December 9, 10 and 11, the commissioners attended at New Orleans, La., the
second conference of the National Association of Port Authorities of the United
States. The three days' session afforded excellent opportunities for stimulating inter-
change of ideas, information on port construction and views as to proper port admin-

MONTREAL HARBOUR COMMISSIONERS 231

SESSIONAL PAPER No. 21

istration. Much satisfaction was there felt at the unanimous expression of opinion
from the leading harbour authorities of the continent that the port of Montreal
afforded one of the best examples of modern seaport organization, possessing unity
of control, opportunity for expansion and a carefully prepared plan permitting of such
expansion for generations to come, adequate articulation of land and water factors
and co-ordination of their uses under intelligent supervision, which have had the
effect of bringing into most effective operation all of the separate factors, which,
combined, best serve the terminal needs of a seaport community.

PASSENGER BUSINESS.

That the St. Lawrence route is becoming more favourably known each year as a
great passenger highway is clearly shown by the returns, which show an increase
eastbound and westbound for the year of 20 per cent over that of 1912.

ENGINEERING DEPARTMENT.

The construction work is almost universally carried on departmentally. The
steady growth of the harbour and the constant yearly effort to keep pace with the
commerce, has resulted in the commissioners having a splendid plant for the peculiar
construction required. Dredging plant, tugs, derricks, and a shop for repairs, are all
kept up-to-date, and the organization for construction is capable of dredging and
placing in the works some two or three million cubic yards of excavated material, of
building half a mile of cribwork and concrete quay walls of a height from the foun-
dations to the cope of 60 feet, of building fifty thousand cubic yards of concrete, con-
structing railways, walls, culverts, and, in fact, almost every phase of port con-
struction.

This department has during the year carried out the following.

Harbour improvements. — A successful construction season, no serious accidents
in the port, satisfactory labour conditions and the best season on record with regard
to the operation of harbour facilities.

The harbour commissioners' railway line was completed to high level, along the
river front from Molson's creek to Racine pier.

Two permanent transit sheds were finished and opened for traffic on the Tarte pier.

The harbour commissioners' elevator No. 2 and its connecting conveyor system
to all the berths in the central part of the harbour, was operated during the whole of
the season with perfect success.

Harbour commissioners' elevator No. 1, situated in the most favourable position
in the harbour for receiving and delivering grain was fully operated during the season,
although an addition of one and a half times its present storage capacity was being'
constructed.

The dry dock site, providing a large basin for the floating dock Duke of Con-
naught and a large area of made land for the shipyard, was advanced almost to. com-
pletion.

New quay walls of standard cribwork substructure and concrete, superstructure
were completed, having a total length of over 2,200 lineal feet and 2,000 lineal feet
partly constructed.

Railway tracks to the extent of about 4 miles were constructed and an additional
1 mile improved and relaid.

The removal of the artificial works at Moffatt island was greatly advanced and
its ameliorating effect on the St. Mary current towards the close of the season was
very marked.

One of the important items of new work commenced was the construction of a
large industrial wharf at Pointe-aux-Trembles.

232 MARINE AND FISHERIES

5 GEORGE V., A. 1915

Another new work commenced was the construction of two new transit sheds on
the high level bulkhead wharves, sections- 24 and 25.

A new electric hoist, with bridges, connecting with the upper stories of the sheds
on the Alexandra pier was constructed during the season.

Important items of paving on the wharves were completed and the roadways were
put in a very much improved condition.

A commencement was made towards the re-construction of the superstructure of
the wooden piers in the central part of the harbour, consisting of the substitution of
concrete for the portion of the quay walls above low water level.

Important additions and improvements were made to the Harbour Commissioners'
construction and operating plants.

HARBOUR EXTENSIONS.

Elevator No. 1. — Elevator No. 1, the original unit of the harbour commissioners7
grain elevator system, was completed in 1904. For the first three or four seasons, the
amount of grain handled was very limited, owing to the fact that the conveyor system
had not been completed. In 1908 and 1909, with the completion of the group of transit
sheds and conveyor system, the regular business of this elevator commenced, and for
the last four years, it has been worked to its full storage capacity, on several occasions,
during great rush of grain inwards, leaving many vessels waiting to unload.

Representations having been made to the harbour commissioners that additional
facilities were urgently required so as to carry as much as possible of the Canadian
export grain by the St. Lawrence route during the seven months of the open season,
the harbour commissioners, after careful consultation, adopted the plan of construct-
ing an addition to elevator No. 1, which would increase its capacity from 1,000,000
to approximately 2,500,000 bushels, and in proportion increase its working capacity.
Construction work commenced early in the spring of 1913, and at the close of the
season the addition is almost completed and it is only necessary to connect up the
working machinery with the original elevator, which can only bo done conveniently
in the winter, when operations are closed.

Elevator No. 2. — A complete description of this elevator and its conveyor system
was published in the annual report for 1912.

The chief feature of the harbour commissioners' elevator system is the situation
of the various units for the convenience of the trade. The elevators are so located
that grain may be kept in storage until required by the ocean vessels at their berths,
and then delivered without interrupting in any way other stevedoring operations.

The grain is delivered to the vessels from the elevator by rubber belt conveyors
to an extreme distance of 3,540 lineal feet. The power required to dri*e the belts
and the necessary elevations and cut-offs is about 75 horse-power for each 600 lineal
feet. The very complete and convenient system, therefore, while a great convenience
to the trade, is not carried on without operating expense and careful management,
and it is to the credit of the elevator staff that during the season of 1913, a quantity
amounting to almost 44,000,000 bushels of grain was delivered without any serious
mishap or mistake.

Elevator No. 2, with its capacity of 2,622,000 bushels, is not only one of the
largest elevators at any ocean port, but it is conceded to be of the highest type of
construction and most conveniently equipped of any elevator yet constructed.

Although 1913 was the first year of complete operation, this elevator received
20,800,000 bushels and delivered by conveyor system the same amount.

Almost from the opening of the season until the very close the storage capacity
of the elevator was taken up to the utmost limit. If the ocean vessel tonnage had
been sufficient to relieve the congestion of grain in store, the record of this elevator
would have been very much higher, arid transportation of Canadian grain by the
Canadian St. Lawrence route would have been increased to a very large extent.

MONTREAL HARBOUR COMMISSIONERS 233

SESSIONAL PAPER No. 21

Although construction work on the addition to elevator No. 1 was carried om
during the whole of the working season, this elevator was operated to its usual com-
plete storage capacity.

Floating elevators. — During the season of 1913 six floating elevators were kept
in commission and available for work at all times for the direct transference of
grain from lake vessels to the ocean steamships.

The quantity of grain transferred was slightly higher than last year, the whole
operation being carried on without any trouble.

The improvement and extension of the harbour railway tracks. — In order to
make the port of Montreal the best possible terminal connection between the Trans-
continental Eailways systems of Canada and the North Atlantic steamships, the shore
area of the harbour has been designed as a convenient railway terminal. The railway
tracks being operated directly by the harbour commissioners, such supervision can be
made of traffic as to permit of extensive shunting and to give convenient access for
railway freight to all points on the wharves at all hours, day or night.

The Grand Trunk and the Intercolonial railways connect with the harbour front
at its extreme upper or westerly end. The Canadian Pacific and Canadian Northern
railways reach the harbour towards the lower or eastern end.

The large harbour transit sheds, otherwise idle during winter, are very well
adapted for the handling and delivery of steamship freight by rail from winter ports.

The railway terminals of the harbour commissioners which are being developed
on the two shores of the St. Lawrence concurrently with the increased facilities being
constructed for shipping have been considerably extended during the season of 1913.

From Victoria pier eastward the high level embankment for the railway grain
yard and for the general tracks was improved and a system of drainage installed. A
carriage way and sidewalk with ornamental electric lighting fixtures were completed
along the completed portion of the wall between Victoria pier and Beri.

Additional retaining walls were completed for the whole of the low level portion
of the market basin.

Farther eastward a siding was laid into the new harbour yard.

A new subway at Aylwin street, the construction of which was urged by the city
authorities, was commenced and one half of the abutments are already constructed.

On the Tarte pier, new tracks were laid in connection with the new system of
sheds completed during the season.

A new transfer siding was constructed for the Canadian Northern Railway Com-
pany at sections 53 and 54.

The tracks from Molson creek to Ravine wharf were raised to an average height
of 6 feet to bring them above flood level.

The embankment was strengthened throughout the whole distance and rip-rapped
to protect it against the wash of the river at high water.

Victoria pier and Market basin. — In the scheme of harbour extensions of 1909
every consideration was given not only to the enlargement of steamship accommoda-
tion, but also to give additional and convenient accommodation to the important fleet
of river and ferry steamers.

It was recognized that the river steamers, which do a tremendous passenger and
market traffic, should have a location in the harbour convenient to the centre of the
city and to the Bonsecours market.

The construction of this large pier in the very centre of the congested harbour
district is one of the most serious matters occupying the attention of the engineering
department. Every effort is made to advance the work without undue cost and also
not to interrupt the immense traffic which is carried on during the seven months of the
navigation season.

The portion of the superstructure of the high level quay wall built to half height,
in 1911 was finished during the season of 1913. Two additional cribs and the half

234 MARINE AND FISHERIES

5 GEORGE V., A. 1915

height of quay wall were completed on the outer southeast comer of the high level
portion of the new Victoria pier. On the inside of the Market basin 268 feet of crib-
work was constructed and the concrete wall built to the Market basin level. The area
between the outside and inside walls of the pier has been largely filled and the retain-
ing wall dividing the high and low level portions was constructed to the full extent of
the completed work.

Shed No. 16 on the high level Victoria pier. — This shed, almost completed in
1912, was allotted to the Canada line for the season of 1913, although the lower floor,
owing to settlement of the new filling material, was not finished. The tracks were
constructed on both sides of this shed and a trucking platform built of timber on the
eastern side, for convenience in handling railway traffic.

Permmeriit sheds, Tarte pier. — The two sheds on the eastern side of the Tarte
pier, under construction in 1912, were completed and opened for traffic at the commence-
ment of the season. Railway tracks on both sides of the sheds were built and consid-
erable work done on the roadways in the vicinity. As soon as the filling material has
completely settled, it is proposed to pave the pier between the sheds.

Sheds Nos. 2Jf and 25. — The new quay wall having been built to high level, from
the end of the Market basin, eastward to section 26, instructions were given to put in
the foundations for two new transit sheds before the area inside the quay wall was
filled.

Tenders were called for piling and the contract let to the Raymond Concrete Pile
Co. of Canada, and work started on 1st October and the last pile was driven on 22nd
November. The number of piles driven was 1,225, the average depth being 20 feet,
and the maximum 40 feet 9 inches.

As the piles were driven to the old level of the wharf, viz., to elevation 107, and as
the flooring of the new sheds was designed to be elevation 124, the concrete piers resting
on the piles required the placing of some 6,000 cubic yards of concrete.

This work was started by the harbour commissioners' departmental organization on
October 9, and was practically completed at the end of the year.

Tenders are at present advertised for the construction of sheds on these concrete
piers so as to be available some time during the season of 1914.

Shed No. 24 is designed for the use of either coasting steamers, or large ocean
steamers which do not require a full length of shed. The berth extends beyond the
shed along the quay wall for part of the sloping ramp leading from high level down
to the Market basin.

The dimensions of sheds 24 and 25 are as follows : —

Shed 24 264 feet by 105 feet.

Shed 25 484 feet by 105 feet.

High level wharves, sections 21+ to 27. — Part of the old low level quay wall
extending from the low level market basin at Berri street, eastward, was widened
and strengthened and rebuilt on a 4 per cent grade from elevation 107 up to elevation
119, standard high level. From the top of the grade the quay wall was continued
eastward. The portion of this work, of which the concrete quay wall had been con-
structed to half level in 1912, was completed. A further extension of three cribs was
added during the season of 1913 and the concrete quay wall built up to half level.
The re-filling behind these walls was carried out to the low level height and anchor
blocks and tie rods completed.

Dry dock site. — This site is completely on harbour property; no roadway or rail-
way lines will be cut and navigation is not in the least disturbed. The dock is located
conveniently to some of the newest and most extensive industrial organizations in
Montreal.

A description of the floating dock and general dimensions were given in the
annual report of 1912.

MONTREAL HARBOUR COMMISSIONERS 235

SESSIONAL PAPER No. 21

During the season of 19.13 practically all reclamation work necessary for the
launching- slip and for the shops was completed. Work was carried on to the latest
available date to complete as much as possible the site for the last building, the boiler
shop.

Excellent work was done during the season in dredging of the approach channel.
Owing to the high water the deep basin could not be cleaned up and completed this
year as expected.

The concrete quay walls built to half level last year were completed and the
balance of the cribwork, as designed for the site, was completed during 1913 and the
concrete wall built to half level.

Owing to alterations in the plans of the Canadian Vickers, Limited, a portion
of the quay wall at the head of the basin had to be removed and this work is being
done by the Harbour Commissioners at the request of the Canadian Vickers, Limited,
and at their expense, and the return wall for the slip is now constructed to half level.
The southeast slip wall was concreted during the season and the southwest slip wall
is now under construction.

General work on the tracks on the site? grading and rip-rapping of the outer
embankment was also carried on.

N'ew wharf, Pointie-aux-Trembles. — A wharf was designed to meet the require-
ments of the Canada Cement Company as well as for public purposes. On the com-
pany guaranteeing sufficient revenue for interest and maintenance, the commissioners
obtained the authority of the government to proceed with the construction of the
wharf.

The company owns the land directly to the harbour commissioners' boundary
line, and they propose to carry all shipments to and from the water front by their
own railway lines.

The wharf is designed to extend to deep water, to have a bulkhead quay wall 600
feet, and a wharf area, upon which a permanent coal handling plant will be con-
structed for unloading vessels, and for the storing of coal.

The order was given for this wharf about the middle of September, and before
the close of navigation the cribwork substructure for a length of 400 feet and the
concrete wall to one-half level had been completed.

Most of the dredging has been completed and a large amount of filling extending
from the shore out 450 feet to the wharf and sufficient to protect the portion of the
quay walls already built for the winter.

Recdnstructio'n of wooden quay walls. — The wooden quay walls in the central
part of the harbour constructed about fourteen years ago, are now reaching their age
limit for the portion exposed above low-water level.

The tearing down of the old wooden quay walls and their reconstruction in con-
crete was commenced last year, and during 1913 considerable work was done on the
eastern side of Jacques Cartier pier, opposite shed No. 13.

_This work is very difficult to accomplish, owing to the fact that work can only
be carried on during the absence of ocean steamships.

Sheet piling was driven along practically the whole of one berth, and it is pro-
posed to carry this work on to a certain extent each year, so that the whole may be
reconstructed before the wooden walls entirely fail. The portion of the cribwork under
water is practically permanent and does not require rebuilding. The sheet piling is
being driven along the face of this cribwork so as to add to its strength and for
increased support of the heavy concrete wall, and also to permit of deepening the
berths.

Moffatt island. — The removal of the artificial works, for the purpose of deflecting
as much as possible of the water down the south channel, wTas continued during the

236 MARINE AM) FISHERIES

5 GEORGE V., A. 1915

season. The whole of the artificial works on the west or Montreal side of Moflatt
island were removed, and the approach to the island from the south shore was stripped
and five new openings made in the embankment.

The excavated material was all used to protect the bank of the river eastward of
Victoria bridge and a railway embankment was built for a length of about half a
mile.

Longueuil wharf. — The old Government wharf at Longueuil was filled up and
such work as was required to make it available for use of the ferry to Maisonneuve
was carried out.

Dredging and filling in general. — Two of the harbour commissioners' dredges
were engaged for the greater part of the season in deepening the channel south of St.
Helen island. This work is being done to eliminate as much as possible the St.
Mary current and to allow a part of the- flow of the river to pass down between St.
Helen island and the south shore, as it did in former years, before the construction
of Moffatt island wharf and the deepening of the harbour.

The dredging was done to 20 feet at low water, the channel being made 180 feet
wide. The length completed was 2,000 feet, the area dredged being about 8 square
acres, all having to be excavated from low water level to the required depth.

A small dredge was also engaged all season removing a shoal between St. Helen
island and the Guard pier. This dredge worked in the strongest current in the river
and where the material was all boulders.

The area dredged to a depth of 10 feet at low water was 2 square acres. Over 300
boulders of considerable size were taken out and many large boulders had to be blasted
before dredging.

The removal of the old Guard pier and general deepening and widening inside
the Guard pier progressed favourably during the season.

The area dredged was some 520,000 square feet, or about 12 acres. As this wid-
ened channel was completed, the buoys were placed in new positions so that navigation
would have the advantage of the improvements.

For the widening and deepening of the channel in the central part of the har-
bour, considerable rock work has to be done from year to year. In 1913 the harbour
commissioners' drilling and blasting boat was employed at Section 14 to 17-S. Work
commenced April 23 and continued until November 25. The material drilled and
blasted was hard black shale and trap rock. The number of holes drilled and blasted
was 3.000, the average depth of the holes being 8 feet. The quantity of rock drilled
and blasted measured in situ was about 40,000 cubic yards; 15,500 pounds of dyna-
mite were used.

A government elevator dredge did excellent 'work in the St. Mary current,
widening the channel.

The length dredged was 1,900 feet by a width of 300 feet, covering an area of
about 13 acres.

The first harbour commissioners' dredge started work in 1913 on April 14, and
continued working up to December 13.

Harbour construction plant. — Almost all of the harbour commissioners' con-
struction plant is worked day and night throughout the season.

This plant, subjected to such hard duty for seven months, requires heavy repairs
every winter, and the commissioners' shop and shipyard are admirably adapted for
such a purpose.

The plant of the harbour commissioners consists of: Five dredges, six derricks,
ten tugs, one floating crane, two drill boats, one coal barge, two floating concrete
mixers, thirty -five scows, five locomotive cranes and a variety of dump and flat cars
and construction locomotives, pile drivers, and general plant.

MONTREAL HARBOUR COMMISSIONERS

SESSIONAL PAPER No. 21

237

nig :-

The new plant completed and put in operation in 1913 consisted of the follow-

Dredge No. 6, 104 feet by 39 feet by 10 feet 3 inches at bow.
Derrick No. 7, 88 feet by 31 feet by 9 feet 8 inches.
Tug Passe-Partout, 50 feet 6 inches by 12 feet 7 inches over all.
Three flat scows, 100 feet by 30 feet by 9 feet.

MAINTENANCE.

The maintenance of the harbour wharves, railways, roadways, buildings, and
equipment is now becoming a very important item. Repairs are required every-
where, and the cleaning of the wharves and roadways is a work of considerable extent.
The maintenance organization constantly employs a staff of repairers, pavers, iron-
work men, painters, sweepers, and carpenters.

During the season 1913, the wharves were kept in excellent condition, and
although the summer was very dry the watering of the extensive areas of roadways
gave general satisfaction.

Lighting of the wharves required 218 arc lamps.

Every effort is made to maintain a complete life-saving equipment all along the
wharves, consisting of life-buoys, ropes and long gaffs, and railings have been con-
structed at important corners of the wharves, and lights have been maintained at
places which have proved liable to accident.

The maintenance and repairs to the harbour commissioners' extensive system
of elevators and transit sheds were also carried out during the season by a staff
under the inspectors.

Maintenance of channels. — For maintenance work, considerable dredging was
done from time to time in the basins and channels as soon as any sign of shoaling
was found in the testing operations.

All the material dredged by the harbour commissioners' dredges was saved and
used in the construction of embankments and for reclaiming land areas for the
harbour.

The following table gives the average monthly depth of water in the ship channel
in the harbour during the season of 1913, as compared with the records for 1912; and
also the monthly averages of the depth of water on the old No. 1 Lachine canal lock
sill : —

May .
June
July

August . .
September
October .
November

Month.

Depth on old lock silli Depth in

Lachine Canal. i Harbour Channel.

Average Average Average Average
1902-1912 1913 1912 1913

Ft. In.

Ft. In. i Ft. In

20 3

17 10

16 3

15 4h

14 11

15 1

16 0

35 5

25 10

32 0

30 11

30 8

32 2

Ft. In.

Berth and channel sweeping. — The channels and basins were swept at intervals

during the season commencing April 21, and dredging was done wherever found
necessary. One hundred feet were added to the width of the channel off the New
Victoria pier. This area was cleaned up and tested, and the buoys properly placed,
making the channel 700 feet wide at this point.

238

.1 / . 1 /? / .Y E AND Fl 8 // E A' I E S

5 GEORGE V., A. 1915
OPERATION.

Storage ' and handling of grain. — The total quanttiy of grain handled during:

the last ten years by the harbour commissioners' elevator system, exclusive of the
grain handled at the Grand Trunk and other local elevators, shows what improved
facilities have accomplished: —

Total quantity
of grain handled

or transferred.

Year. Bushels.

1904 565,355

1905 4,356,508

1906 944,321

1907 1,078,289

1908. 8,661,350

1909 11,691,071

1910 21,526,727

1911 21,007,164

1912 25,561,655

1913 43,349,291

The following table gives the records of the operations of the grain elevator since
the house has been in commission: — ■

Grain Elevator No. 1.

Year. Bushels.

1904 565,355

1905 4,356,568

1906 944,321

1907 1,078,289

1908 8,661,350

1909 11,691,071

1910 14,906,569

1911 13,849,475

1912 16,179,503

1913 15,554,282

Grain Elevator No. 2.

1912 2,346,930

1913 20,819,055

Floating Elevators.

1912 x 7,035,217

1913 .'. .. 7,459,933

Elevator No. 1.

Grain received and in store —

Bushels Total

Kind. Received. Bushels.

In store end of season 1912 71,525

Wheat 10,252,314

Oats 1,880,822

Barley 1,685,671

Flaxseed 1,653,651

Rye 81,824

15,554.282

Total 15,625,807

Grain delivered and in store —

Bushels. Total

Kind. Delivered. Bushels.

Wheat 10,209,238

Oats 1,926,148

Barley 1,564,100

Flaxseed 1,587,587

Rye 81,824

— 15,368,897

In store end of season 1913 256,910

Total 15,625,807

MONTREAL HARBOUR COMMISSIONERS .

SESSIONAL PAPER No. 21

Of above there were —

Delivered by conveyors • 15,334,145

" cars (seventeen) 3 0,637

" teams 1,938

bags 2,177

Total 15,368,897

Above grain received: By 178 steamers, 138 barges, and 2 cars.

239

Elevator No. 2.

Grain received and in store —

Kind.
In store end of season 1912

Wheat

Oats

Barley

Flaxseed

Corn

Rye

Buckwheat

Peas

Bushels

Total

Received.

Bushels.

854,562

9,730,843

6,193,664

1,875,689

2,762,900

151,381

99,580

4,023

975

OA 510 CtKK

Total

21,673,617

Grain delivered and in store —

Kind.

Wheat.. ..

Oats

Barley . . . .
Flaxseed. .

Corn

Rye

Buckwheat.

Bushels

Total

Delivered.

Bushels.

9,612,596

6,498,296

1,583,343

2,585,087

150,794

83,936

6,409

20.520.461

In store end of season 1913

1,153,156

Total .

51,673,617

Of the above there were —

Delivered by conveyors . .
cars (1,396)

" teams

" bags

Total

16,734,713
1,872,897
1,124,036

788,815

20,520,461

Above grain received: by 1,825 cars, 216 steamers, and 195 barges.

Floating Elevators.
Grain transferred —

Kind. Bushels.

Wheat 4,606,338

Oats 936,068

Barley 551,648

Flaxseed .. .. 1,351,838

Rye 14,041

Total.

7,459,933

240 MA KIN K AND FISHERIES

5 GEORGE V., A. 1915

Transferred by elevator No. 9 678,864

14 489^636

15 1-.410.225

16 1,422,305

17 1,609,045

18 1,849,858

7,459,933

Conveyor System.
Grain delivered by conveyors to following sheds: —

Shed No. 2- • ■ 1,694,911

3 1,558,870

4 1,783,733

5 2,582,797

6 3,535,104

7 2,049,798

8 2,517,644

9 2,080,883

10 1,230,517

11 3,184,780

12 2,300,522

13 3,646.605

14 1,502,298

15 1,313,961

16 864,771

31,847,194

Transferred to elevator No. 2 221,664

Total 32,068,858

Recapitulation.
Grain received and transferred by elevators —

Wheat 24,428,172

Oats 9,360,512

Barley 3,699,091

Flaxseed 5,524,512

Corn 150,794

Rye 179,801

Buckwheat 600,409

By 1,827 cars, 548 steamers, and 638 barges.

43,349,291

GRAIN TRADE AND MARINE INSURANCE.

While the foregoing statements show an increase of 74 per cent over the quantity
of grain handled during 1912, sight must not be lost of the fact that of the 192,260,000
bushels of grain received by lake at Buffalo during the year, a little more than
07,000,000 bushels, nearly 35 per cent came from Fort William and Port Arthur in
addition to which large amounts came in bond through Duluth and Superior, most
of which should have been transported via the Canadian route and the port of Montreal.

A more striking illustration of the great leak in the main artery of Canadian
grain transportation is secured by comparing the routing of shipments of grain from
Fort William and Port Arthur for 1903 with those of 1913, the beginning and ending
of a ten-year period, when approximately 28,897,000 bushels of grain were shipped
from Fort William and Port Artuhr and 25,588,000 bushels were shipped from Mont-
real. Thus in 1903 the grain shipments from Montreal practically equalled the great
lake grain shipments from Fort William and Port Arthur, whereas in 1913 they
were practically only equal to about one-quarter of such shipment.

A study of grain transportation reveals the fact that the above condition, is due.
in a great measure, to insufficient ocean tonnage from the port of Montreal. Present
marine insurance rates make it practically impossible for tramp shipowners to accept

MONTREAL HARBOUR COMMISSIONERS 241

SESSIONAL PAPER No. 21

Canadian business, the extra premiums required being more than the rate of freight
from Canadian ports will permit, unless the steamship can make a number of conse-
cutive voyages between the 1st of May and the 1st October.

Notwithstanding this handicap, it is encouraging to note that about fifty-five
tramp vessels with full cargoes of grain sailed from the port during the season, which
has aided considerably in establishing the present record.

It is, however, felt that if Montreal is to maintain her supremacy as a great
grain shipping port, no endeavour must be spared in view of the large expenditure
made by the Dominion Government in the widening and deepening in the channel
and the provision of aids to navigation to bring about a considerable betterment in
insurance rates for St. Lawrence business, which should permit of tramp tonnage
trading to St. Lawrence ports on an equal basis with the ports on the American sea-
board, where cheap ocean freight and insurance rates exist.

In view, however, of the great attempt being made by the ports on the American
Atlantic sea-board to capture a share of our grain trade, as is demonstrated by the
following paragraph in one of their last annual reports: —

Our principal hope for export tonnage to remedy the deficiency which now
exists, lies in Canadian grain. Not only in winter, but also in summer, Mont-
real is going .to require more and more to bo relieved of the burden of Canadian
exports.

The commissioners feel that, until a substantial reduction in insurance rates is
effected, serious and earnest consideration should be given by the Government to the
advisability of granting a subsidy to tramp vessel owners, equivalent to the difference
in marine insurance rates to American ports and the St. Lawrence river ports, which
would, without doubt, make Montreal what she is destined to become, the greatest
grain-shipping port in the world.

ELECTRICAL BRANCH.

During 1913 there was a considerable increase in the demand for power ove*r the
entire plant from the electrical department, which has entire charge of the installa-
tion and operation of the electrical equipment of the harbour.

Extension to System. — There is under construction an extension to No. 1 station
of approximately 675 k.w. transformer capacity to take care of the extension to No.
1 elevator.

Several small machines, ranging from 5 to 15 h.p. have been installed in tne
engine shops for driving the machine shops and pumping plant at the round house.

She'd No. 16 lighting. — From No. 2 station a system has been installed for the
lighting of shed No. 16, on both floors, and in offices, using four-light tungsten
clusters 40 watt lamps, and large enamel reflectors distributing light in the centres
of the bays. On the outside we have used strong flame type yellow arc lamps approxi-
mately 2,500 candle power each.

Extension of harbour arc lighting on high level wall, Victoria pier. — The
arc lighting system from No. 2 station has been extended from Berri street subway
to within a short distance of Beaudry street subway. Arc lamp standards have been
erected along the high-level wall and Adams-Bagnall lamps have been placed on these
standards as far as they extend. The total number of lamps of this type in use
throughout the season was thirty.

Other -flame arc lighting. — Several smaller flame lamps were used at No. 1 and
No. 2 elevators and shed No. 16, totalling about 60 lamps of this type in use.

No. 7 derrick. — A complete lighting unit was installed on No. 7 derrick com-
prising 19 horse-power g. e. marine type engine direct connected to a 7-5 k.w. gene-
rator D.C. 125 volts. A blue Vermont marble switchboard with the necessary

91—16

242 MARINE AND FISHERIES

5 GEORGE V., A. 1915

instruments, switches, and controllers was installed to control the arc lighting and
incandescent lamps on the derrick. All wiring was placed in steel conduit, as this
method of protecting the electric wires is found most satisfactory for this class of
work.

Longueuil wharf lighting. — During the season of 1913 a system of street light-
ing wTas installed on the wharf at Longueuil for the convenience of passengers using
the ferry service.

The operating staff carried on the service without any serious delay or accidents
under somewhat severe conditions, as the contractors' construction work was going
on at the same time.

FLOATING CRANE.

The harbour commissioners' floating crane was operated throughout the season,
as follows. The season commenced April 16 and closed December 11, 1913: —

Number of days working- 127

Number of hours working 581r=28| per cent.

Percentage of time in actual operation (hrs.) 404 = about 20 per cent.

Total number of lifts : —

Commercial 422

Commissioners' service 70

Average weight of lifts : — Tons.

Commercial 14 93

Commissioners' service 20 "97

Greatest lift :—

Commercial 60

Commissioners' service 60

Total weight lifted during year 6,771:49

Total weight lifted during 1912 5,510

Report of the saw-mill and timber boom. — The saw-mill was in operation 279
days.

The quantity sawn during the season was 4,664,533 feet of hard and soft wood
at an average cost of $3.10 per M feet, b.m., composed as follows: —

Eighty-six lockages of round hemlock, pine and spruce, 587,520 lineal feet ; 500,536
lineal feet of this was sawn up and delivered to the cribwork, etc.; 86,982 lineal feet
of this was lifted wTith derrick out of water on the Bickerdike pier for winter work
and spring stock.

The timber used during the year was as follows: 588,213 lineal feet, 2,146,598
feet, b.m., 10,544 railway ties, 441 cords of slabs, 3 loads of slabs.

MACHINE, SHOP AND SHIPYARD.

The machine shop and shipyard, situated on the Mackay pier, are fitted up
specially for the construction and maintenance of the dredging and construction
plant.

The shop is an old wooden structure, but well equipped with excellent tools and
machinery. There is also an excellent smith shop and boiler shop, both equim)ed
for building and repairing.

The shipyard is very conveniently located for the hauling out as well as the con-
struction and repairing of vessels.

Since 1910, the entire machinery of two dredges has been built, as well as the
hull and machinery of a floating derrick, a tug and eight large flat scows.

The usual maintenance and repairs to the commissioners' fleet were well and
economically carried out during the year.

YARD AND LOCOMOTIVE WORKS.

The large amount of construction work, maintenance and repairs on the harbour
and the housing and care of the commissioners' locomotives required a conveniently
located and properly equipped yard and locomotive house.

MONTREAL HARBOUR COMMISSIONERS 243

SESSIONAL PAPER No. 21

Two years ago a site was chosen between the harbour railway tracks and Notre
Dame street opposite Davidson street, or at section 42 on the harbour.

Reinforced concrete buildings were constructed for the locomotive house, the
machine shops and stores.

The locomotive house, connected up with the harbour railways, has a capacity for
six locomotives, with complete coal handling plant, water tank and repairing equip-
ment.

The shop is designed and equipped for machine work, carpenter work and the
necessary machines are installed for the various requirements of repairs, maintenance
and construction.

GENERAL.

Wharf accommodation. — The extent of the wharves at the end of the season is
as follows: —

For 30 feet draught and over 20,379 lin. feet or 3 859 miles.

For 25 to 27| feet 13,869 lin. feet or 2*627 miles.

Total deep draught 34,248 lin. feet or 6*486 miles.

For 20 feet and under 3,159 lin. feet or 0*666 miles.

Total wharfage end of 1913 37,407 lin. feet or 7*152 miles.

Extent of harbour railway trades. — The extent of the harbour commissioners'
railway tracks at the end of 1913 is as follows : —

1. South of Lachine canal, Bickerdike Pier,

Windmill Point wharf and west.. .. 24,688 lin. feet or 4*6760 miles.
Montreal and Southern Counties Railway 425 lin. feet or 0 0805 miles.

Total south of canal 25,113 lin. feet or 4*7565 miles.

2. Sections 12 to 46, High level, main line

track . . . . . . 48,548 lin. feet or 9 *1947 miles.

To piers, elevators, cross-overs and sidings,

etc 69,800 lin. feet or 13

Sections 35 to 46, Low level main line

track 12,150 lin. feet or 2

Sections 46 to 62, High level, main line

track 9,125 lin. feet or 1

3. To wharves, industries, etc 19,523 lin. feet or 3

4. Guard pier 10,400 lin. feet or 1

5. South shore, St. Lambert 2,300 lin. feet or 0

Grand total tracks on harbour in use in 1913.196,959 lin. feet or 37

219 miles.
303 miles.
7282 miles.

6464 miles.

9696 miles.
4356 miles.

3042 miles.

Labour. — The following table shows the maximum and average number of work-
men employed directly by thfc harbour commissioners during the season of 1913 : —

Maximum. Average.

Construction of wharves, etc

Maintenance, cleaning, removing ice, etc

Harbour yard, carpenters, blacksmiths, etc. .
Sawmill stnd timber room, sawyers and handymen
Machine shop, machinists, blacksmiths, etc. .

Shipyard, carpenters, labourers, etc

Dredging fleet, crews of dredges, tugs, etc. . .

Grain elevators, foreman and operators

Floating elevators, .foreman and operators

Shed repairs and maintenance

813

610

270

100

103

320

297

21— 16£

1,797 1,283

244 MARINE AND FISHERIES

5 GEORGE V., A. 1915

THE SEASON OF NAVIGATION.

The season of- navigation opened in the harbour on April 11 by the tug Sir Hugh
Allan. The first arrival from sea was the ss. Sokoto, which reached the port on April
21, and the last departure for the sea was the ss. Ruthenia, which sailed on November
28. At the end of the year, December 31, the river was still open.

FINANCIAL OPERATIONS,

From the summarized statement of operations, hereto annexed, it will be seen
that the total amount received on revenue account for the year 1913 was $1,361,964.06,
being an increase of $312,652.56 over the previous year, the larger portion of which
increase is attributable to the operating of grain elevator No. 2.

The disbursements on revenue account were $1,325,636.36, of which $706,675.39
was for interest, being an increase of $216,831.41 over the previous year.

There was received from the Government on loan $1,940,000 under the Act 2,
George V., chap, 36, on account of expenditure on capital account, and also the sum
of $200,000 to retire debentures, series ' B ' held by the public.

The disbursements on capital account were $2,461,794.62. The principal works
of improvement carried out are as follows: —

Harbour dredging- $ 252,742 61

Real estate 99,671 35

Wharves, piers and basins 779,752 80

Plant 90,544 09

Shops and buildings 14,924 12

Railways 118,007 53

Permanent sheds 190,100 70

Electric hoists, etc 31,213 49

Grain elevators 884,837 93

The debenture debt of the corporation on the 31st December, 1913, was $21,522,-
000, of which $1,672,000 is to the public, and $19,850,000 to the Dominion Govern-
ment. The average rate of interest on these debentures is 3-344 per cent.

DEPARTMENTAL STAFFS.

In terminating this report, the commissioners* desire to express their appreciation
of the loyal services rendered by the staffs of the different departments during the
past year.

W. G. ROSS, President,
FARQUHAR ROBERTSON,
LIEUT.-COL. A. E. LABELLE,

• Harbour Commissioners.

MONTREAL HARBOUR COMMISSIONERS

245

SESSIONAL PAPER No. 21

Statement showing the Classification of Transatlantic Vessels that arrived in Port of
Montreal during the past Ten Years.

Year.

Steam-
ship
No.

Tonnage.

Barques

No.

Tonnage.

Ships
and

Brigs
No.

Tonnage.

Schoon-
ers No.

Tonnage.

Grand

Total

Vessels.

Tonnage.

1904

408

1,267,088

1,144

318

2,090

417

1,270,640

1905

422

1,357,517

2,324

14,988

442

1,134,829

190(5

420

1,372,879 3

1,872

6,084

43!)

1,380,833

1907

381

1,339,014

381

1,339,914

1908

304

1,315,688

364

1 315,688

1909

371

1,430.963

371

1,436,903

1910

410

1,050,791

1,620

411

1,038,414

1911

401

1,095,613

401

1,095,613

1912

409

1,775,487

409

1,775,487

1913

477

2,020,333

477

2,020,333

Combined Statement showing the Number and Tonnage of all Vessels that arrived in
Port of Montreal during the past Ten Years.

Year.

Trans- Atlantic.

Maritime Provinces.

Inland.

Grand Total.

Vessels.

Tonnage.

Vessels.

Tonnage.

Vessels.

Tonnage.

Vessels.

Tonnage.

1904. ..... .

1905

1 900

1907

1908

1909

1910. . . .

417
442

439
381
304
371
411
401
409
477

1,270,640
1,354,829
1,380,835
1,339,014
1,315,6^8
1,436,903
1,058,414
1,095,013
1,775,487
2,020,333

379
391
381
361
375
299
336
361
327
343

580,057
585,227
592,388
580,972
042,916
474,450
574,808
642,039
028,437
070,202

10,003
11,112
12,557
14,420
12,434
10,991
13,636
11,070
12,586
13,420

2,354,975
2,788,551
3,095,174
3,020,' 50
3,5S9,124
3,146.494
4,327,799
4,275,019
4,649,767
5,703,467

10,859
11,945
13,377
15,161
13,173
11,661
14,383
12,432
13,322
14,246

4,211,672
4,725,607
5,068,395
5,540,936
5,548,028
5,057,907
0,561,021

1911

6,613,271
7,053,691
8,394,002

1912

1913

246

MARINE AND FISHERIES

5 GEORGE V., A. 1915

Statement showing the Classification of Vessels that arrived in Port of Montreal for
the last Ten Years, from the Low* r St. Lawrence and Maritime Provinces.

Year.

1904,
1905
1900
1907
1903,
1909
1910
1911
1912,
1913

Steamships!.

No. Tonnage.

m ■

361
367 :

343 ;
350
273
306 |

330 I

292 !
299 I

582,819
580,485
588,980
579,930
640,244
470,936
572,022
639,752
625,099
(>60,053

Schooners.

No.

13,

26 !

18
25
26
30
31
35
44

Tonnage

3,238
4,116
3,408
7,042
2,672
3,514
2,786
2,887
3.338
4,149

Grand Total.

No.

379
391
381
361
375
299
336
361
327
343

Tonnage.

586,057
585,127
592,388
586,972
642,910
474,450
574,808
642,639
628,457
670,202

Statement showing the Nationalities and Tonnage of sea-going Vessels that arrived
in the Port of Montreal, during the season of 1913, that were navigated by
73,260 seamen.

British

Norwegian.
German . .

Dutch ....
Austrian .
French . . .

Danish .
Belgian.

Total,

Nationalty.

Number
of

Vessels .

736

54
15
4
4
3
3
1

820

Tonnage.

2.469,858

113,283

47,483

12,094

25,046

11,147

4,103

7,521

2,690,535

Of the above, 776 were of iron or steel with tonnage of 2,686,386 tons, and 44 were built of wood with
a tonnage of 4,149 tons.

MONTREAL HARBOUR COMMISSIONERS

247

SESSIONAL PAPER No. 21

Statement showing the dates of the Opening and Closing of Navigation, the First
Arrival and the last Departure for sea, also the Greatest Number of Vessels in
the Port of Montreal at one time, during the past Ten Years.

Years

1904.
1905.
1906.
1907.
1908.
1909.
1910.
1911.
1912.
1913.

Opening

Navigation.

Closing

Navigation.

First

Arrival

from Sea.

April 25

Dec. 9...

., 19 ...

.. 12 ...

n 20....

2....

.. 23....

M 15 ... .

m 22. ..

.. 10...

.1 16 . .

,. 27....

•i 1

it 7. . . .

h 23....

.i 29....

,, 23....

., 21....

H 9....

., 27....

uxay

2. . . .

April

28....

May

2....

April

30. . . .

23....

11...

26....

30....

19....

Last

Departure

for Sea.

Nov. 27.

ii 30.
Dec. 2.
Nov. 29.

.1 26.

„ 28

Dec. 1.

Nov. 29.

Greatest Number of Vessels in
Poit at one time.

Sea-going.

No. Date.

Sept. 10.
Oct. 4 .
May 28.
■i 24
June 21.
Nov. 9.
May 18.
Aug. 18
July 31,
Oct. 3.

Inland .

No.

180

175

124

103

104

107

122

Date.

July 13
June 19

July 8
8
June 30
Aug. 31
Sept. 18
June 5
Aug. 21
July 25

248

MARINE AND FISHERIES

5 GEORGE V., A. 1915

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QUEBEC HARBOUR COMMISSIONERS
SESSIONAL PAPER No. 21

251

QUEBEC HARBOUR COMMISSION, FOR THE YEAR 1913.

Quebec, January 2, 1911.
To the Honourable J. 1). Ha zen,

Minister of Marine and Fisheries,
. > Ottawa.

Sir, — In compliance with the requirements of the Act 62-G3 Victoria, chapter 31,
section 46 (the Quebec Harbour Commissioners' Act, 1899) I have the honour to
submit the following report, on the operations of the Quebec Harbour Commissioners
for the year 1913.

CHIEF ENGINEER'S REPORT.

The annexed report from the chief engineer, Mr. St. Geo Boswell, conveys infor-
mation regarding all matters coming under his care in connection with the harbour
works in general, and the various additions, alterations, and reparations made to
them, and the minor works executed during the year on the properties of the com-
missioners.

wharfinger's report.

The annexed report from the wharfinger, Mr. P. Flynn, gives the usual informa-
tion regarding the number of vessels using the Louise docks, the goods landed or
shipped on the wharves, and the railway traffic over the commissioners' property dur-
ing the year 1913.

HARBOUR MASTER'S REPORT.

The annexed report from the harbour- master, Mr. J. C. Sullivan, contains the
usual data concerning the opening and closing of navigation, the formation of ice,
and the routine work of his department.

The leases of the following tenants have been renewed for one year, all subject to
cancellation after three months' notice, if any of the properties leased are required
for harbour improvements: Canadian Import Company, 200 feet frontage in the
inner basin; Quebec Railway Light, Heat and Power Company, wood yards on the
embankment; Messrs. La chance and Frere, coal yard on the embankment; Mr. Miles
Lonergan, coal space on the embankment.

An agreement was entered into with the Grand Trunk Railway system and the
Intercolonial Railway of Canada, whereby the commissioners have leased jointly to
these companies an area of land comprising all the space included between Prince
of Wales, St. Andrew, and St. James streets, and the river front. On this space, a
large fireproof freight shed was erected, and several railway tracks laid for the accom-
modation of the railway companies.

REVENUE AND EXPENDITURE.

The revenue of the commissioners for the year 1913 was $232,334.73, or an
increase over the preceding year of $106,203.34, and the expenditure chargeable to
revenue amounted to $229,307.90, leaving a surplus over the working expenditure for
the year, of $3,026.83.

EXPENDITURE ON CAPITAL ACCOUNT.

The expenditure on capital account during the year, out of the approved estimates
by your department, under the " Quebec Harbour Advances Act, 1913 " (3-4 George
V, chapter 41), has been $2,612,909.87, the details of which will be found in a tabu-
lated statement annexed to this report.

252 MARINE AND FISHERIES

5 GEORGE V., A. 1915

The general expenditure on capital account, out of the available moneys at the
disposal of the commissioners, was $230,243.71. A detailed statement of this expen-
diture is attached to this report.

The total expenditure on capital account during the year 1913 was
$2,843,153.58.

HANDLING OF RAILWAY CARS.

The commissioners have taken charge on the 1st of July, 1913, of the railway
traffic on their properties, and have had in commission for this service three power-
ful switching locomotives. I am pleased to report that this service has proved a
great improvement over the system prevailing, when all railways having access to
Quebec were allowed to switch their own cars on the commissioners' docks and
wharves.

The commissioners have had paragraph " C " of sub-section 2, of section 22 of
their Act amended, so as to define more clearly their powers for operating switching
locomotives, and carrying goods by any motive power to and from, or between the
railways connecting with the harbour tracks and the harbour lines.

REVISION OF BY-LAWS.

The commissioners have revised and consolidated all their by-laws during the
year, and have included, in this revision, regulations and tariffs for the haul-
ing of railway cars, for the use of their floating crane, and for the handling^ ofi grain
in their new grain elevator, which is to be in readiness to receive grain on the 15th
of May.

ICE-CUTTING.

During the winter of 1912-13, 103,062 blocks of ice have been cut for local use.

Care has been taken that all the ice that is cut for domestic purposes is perfectly
pure, and taken in localities in the harbour that have been selected after an analysis
of the ice had been made.

To this report are annexed the various statements giving the information yearly
forwarded to your department in connection with the harbour, and also a complete
statement of the commissioners' accounts for the year.

I have the honour to be, sir,

Your most obedient servant,

KAOUX RENAULT,

Secretary-Treasurer.

QUEBEC HARBOUR COMMISSIONERS
SESSIONAL PAPER No. 21

253

Revenue.

Expenditure.

1913. $ cts.

Dec. 31 To Harbour dues. . . .$ 3,981 94
■i Tonnage dues . . . 11,923 20
n Export dues. . .. 2,784 81

n Import dues 6,967 89

25,657 84

n Beach and deep wacer lots.. 1,111 97
<■ Earnings, docks, wharfs

and buildings 199,603 21

.. Interest 2,101 21

ii Fines and penalties 3,763 00

,. Sundries 97 50

£23 J, 334 73

1913.

$ cts.

30,305 57

1,935 28

190 88

10,687 09

Dec. 31 By Administrating, engineering
staff, salaries and fees ....

ii Legal expenditure

•I Notarial expenditure

ii Miscellaneous expenses,
printing, stationery, ad-
vertising, harbour master
service, general labour, etc

ii Property expenditure, taxes,
insurance, repairs, etc.,
and the maintenance of
docks, wharfs and stores 140,189 08

ii Twelve months' interest on
bonds, 62-63 Victoria,
chap. 34, and 6-7 Edward
VII, chap. 36 46,000 00

H Surplus over the working

expenses. 3,C?0 83

232, £ot 73

Quebec Harbour Commissioners' Office,
Quebec, January 2, 1914.

Raoul Renault,

Secretary-Treasure?'.

254

MARINE .1X1) FISHERIES

5 GEORGE V., A. 1915

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256 MARINE AND FISHERIES

5 GEORGE V., A. 1915

Harbour Commissioners of Quebec,

Engineer's Office,

Quebec, January 2, 1914.
Raoul Renault, Esq.,

Secretary-Treasurer,

Harbour Commission.

Sm, — I have the honour to submit the following, with reference to the various
works in connection with the maintenance and improvement of the harbour accommo-
dation, carried out by this department during the past year: —

PRINCESS LOUISE EMBANKMENT.

Bulkhead Wall. — The construction of the bulkhead wall along the northern face
of the Princess Louise embankment, as recommended by Messrs. Coode, Matthews,
Fitzmaurice & Wilson in their report of January 21, 1913, having been decided upon
by the commission, arrangements were made for beginning this work on the opening
of navigation in the spring. For this purpose the timber required, consisting of
southern pine and spruce, was purchased during the winter; a site at Indian cove was
secured for use as a service ground, for the construction of the cribwork foundations ;
and a quarry site secured at St. Nicholas on the south side of the St. Lawrence, where
the stone required for construction purposes was obtained.

INDIAN COVE.

At this site the " Long wharf," some 1,820 feet in length, has been repaired to
suit requirements; a saw-mill, with compressor plant has been erected; launching
ways have been laid down, tracks have been placed on the wharf for the use of the
travelling derricks and for the transportation of timber; booms have been repaired
and constructed; the building known as the "salt shed" has been re-roofed with gal-
vanized iron, and generally made wind and water-tight; the office building has been
put into serviceable condition; a forge has been erected; a stairway leading from the
main highway constructed, and electric lights placed in the mill and office building;
two travelling derricks have been constructed and placed on the wharf for handling
crib timbers, and the necessary boring tools for use in the construction of the crib-
work have been secured.

QUARRY PROPERTY.

This property was developed during the early summer. For this purpose a wharf
160 feet long and 20 feet wide was constructed and grounding berths prepared along the
northeast and southwest sides of the wharf, suitable for the grounding of deck scows;
a boiler and engine-house, a store, an office, and a lodging-house were erected, a com-
pressor plant installed, a locomotive crane placed on a track, laid down on the wharf
for the purpose, and some 2,000 lineal feet of tracks for dump cars laid down to the
quarry face.

A contract was also given to the Union Sand Company for the transportation of
stone from quarry wharf to the site of the works under construction, by the com-
mission.

Bulkhead Construction. — In connection with the construction of the work, a con-
tract for dredging in the estuary of the river St. Charles was awarded by the com-
mission, to the Dominion Dredging Company, which company has, during tke past
■eason, removed 2,986,700 cubic yards of material.

QUEBEC HARBOUR COMMISSIONERS 257

SESSIONAL PAPER No. 21

In the trench excavated by the above company for the purpose, five of the foun-
dation cribwork blocks, for the bulkhead wall have been sunk in position and filled with
stone, making a length of foundation- work of 820 feet ready for the superstructure
next spring. These foundation-blocks are founded at a depth of 40 feet below low
water. In addition to the cribwork blocks placed in position, three others have been
partially completed, one up to a height of 30 feet, one to a height of 13 feet, and one
to 6 feet in height. A considerable quantity of the dredged material has been deposited
as filling between the bulkhead wall and the present Louise embankment.

For the purpose of continuing the dredging operations, in connection with this
work, next season, the commissioners have purchased two powerful dredges, six dump
scows, three with a capacity of 500 cubic yards, and three with a capacity of 300 cubic
yards, also one tow boat of some 900 indicated horse-power. Of the two dredges the
" Fruhling suction dredge " has been delivered, and worked in the harbour for four-
teen days, from November 5 to November 20, after which date she was made ready to
proceed to St. John, N.B., for which port she left on November 28, arriving at St.
John under her own steam on December 5.

The second dredge is to be of the ladder bucket type, with a capacity of 1,000
cubic yards per hour, and is now under construction by Messrs. Wm. Simmons & Co.,
of Renfrew, Scotland, for delivery early next season.

GRAIN ELEVATOR.

On the 18th of February last a contract was entered into with the Canadian
Stewart Company for the construction of a 1,000,000-bushel fireproof grain elevator
to be located on the Louise embankment, with a marine tower for loading or unloading
vessels in the wet dock, a conveyor gallery system for serving the various berths in
the Louise dock, and a dryer-house for restoring damaged grain. Provision has been
made for increasing the capacity of this elevator by an additional 1,000,000 bushels.

The actual work of construction on this building was begun during the latter
part of the month of April, and has since progressed in a very satisfactory manner.
The workhouse, the storage-house, power-house and dryer are now practically
completed, with the exception of the installing of the machinery, and minor interior
work. The foundations for the marine tower have been completed, and the superstruc-
ture is now well advanced.

In connection with this elevator, a self-contained floating grain elevator, with a
capacity of 30,000 bushels has been purchased for the purpose of serving vessels that
cannot be reached by the conveyor galleries.

Louise Embankment — General Work and Repairs. — A transfer yard has been
laid down at the western end of the embankment, where cars are delivered to and
received from the various railway companies.

The landing shed No. 18 on the breakwater has been extended -420 feet, the total
length of this shed now being 744 feet.

The baggage shed No. 24, removed from the breakwater to make room for the
extension of shed No. 18, 'has been converted into a small machine shop, and has been
fitted up with tools, and operated as such during the past summer. A locomotive
shed has been placed at the northern side of this shop, where the three locomotives
owned by the commission can be taken care of.

A new two-story carpenter shop is now in course of construction in the vicinity
of the above buildings.

Two large fixed fenders have been secured to the northeast and northwest corners
of pier No. 1, in order to protect vessels when rounding the northern end of this pier,
for the purpose of berthing at the western face of this pier, or at the bulkhead wall
now under construction.

21—17

258 MARINE AND FISHERIES

5 GEORGE V., A. 1915

To make room for the new grain elevator, one-half of the shed No. 22 had to be
removed. This half was re-erected on the completed part of the bulkhead wall, and
is now occupied as the commissioners' store.

Three deck scows of the following dimensions, viz., one 75 by 36, and two 57 by
29 feet were constructed during the early summer. These scows have been made use
of for the transportation of materials between the docks, Indian cove, Lampson
cove, and the quarry. In addition to the above, the following plant has been secured
for general use: Three locomotives, three locomotive frames, one barge, the Daves,
one motor-boat, the Gossoon, one dredge — the Fruhling Suction dredge.

Under construction but not delivered: Floating 50-ton crane, barge for crane,
floating crane elevator, ladder bucket dredge, six steel dump scows, one tow boat, ten
deck scows.

A contract for the supply of the crane barge on the above list has been awarded
to Sir Win. Arrol & Company. A contract for the six dump scows to the Poison
Iron Works.

For the ladder dredge, to Wm. Simmons & Co., of Renfrew, Scotland. For the
floating grain elevator and the tow boat to Smith's Dock Company, Limited, of
Middlesborough, England.

The ten deck scows on the above list are now under construction departmentally.

The motor-boat Gossoon which was seriously damaged by fire late in the season,
is now being reconstructed at the commission's workshops.

Six floating fenders, 7 feet in diameter, have been constructed for use along the
western lace of pier No. 1.

One large and two small passenger and seven freight gangways have been built
during the past season.

The planking in front of sheds Nos. 25 and 27 has been renewed, and filling sup-
plied where required.

Car Ferry Terminals. — All the old buildings, consisting of Nos. 4, 5, 7, 8, and
G. T. Railway sheds and offices on the site of these terminals have been demolished,
the ground levelled up, the Wellington and East India wharves repaired, some 7,000
lineal feet of track laid down, and two structural steel and concrete freight sheds
erected. The Grand Trunk and Intercolonial Railway companies moved into the
new buildings on October 27 last.

New Office Building. — The foundations, concrete basement, drainage and water
for. this building were put in during the past winter by days' work, the remainder of
the building from street level up was given out by contract. The walls, roof, floors
and interior partitions are now completed, with the exception of the plastering and
the copper sheathing of roof.

The Department of the Interior has made use of the landing shed No. 27 during
the past season, for the accommodation of the immigration service.

Fly hank. — To retain the filling materials taken from the St. Charles river dredg-
ing, a retaining wall of cribwork 1,400 feet in length, foundered in 20 feet of water
at low tide, has been constructed at Lampson cove, and 79*3,000 cubic yards of material
deposited in this locality.

Two new coal-discharging towers have been installed on the wet dock quay wall
of the embankment, by the Nova Scotia Steel & Coal Company.

On July 1 last, the operation of the commissioners' railway lines was taken over
by the traffic department.

The cross wall drawbridge was operated for the first time, the past season, on
April 5, and for the last time on December 15.

The water was retained in the wet dock for the first time of the season on April
19, and for the last time on December 6.

ST. GEORGE BOSWELL,

Chief Engineer and General Superintendent.

QUEBEC HARBOUR COMMISSIONERS 259

SESSIONAL PAPER No. 21

Quebec, February 1, 1914.
Kaoul Renault, Esq.,

Secretary-Treasurer,

Quebec Harbour Commissioners,
Quebec.

Sir, — I have the honour to submit the following with reference to the traffic of
the St. Charles docks and wharves, showing the number of vessels, their registered
tonnage, amount and description of cargo landed and shipped from the docks during
season 1913.

Inwards. 413' vessels, 1,997,111 tons register: 80,388 tons general cargo, 6,782
tons salt, 7,441 tons bricks, 560 tons cement, 2,378 tons slag, 214 tons drain pipes, 610
tons earthenware, 3,214 tons salt cake, 283,486 tons bituminous coal, 51,390 tons
anthracite coal, 304 tons coke, total 434,867 tons.

Outwards, 135 vessels, 596,743 tons register: 24,023 tons general cargo, 1,045 tons
asbestos, 17,145 tons pulp, 733 tons cardboard, 23,327 pieces of lumber, 6,052 loads
of lumber. Total, 72,325.

Lower port steamers: landed 1,090 tons general, 3,350 tons pulp; shipped 5,172
tons general.

Grain landed. —

Bushels.

Oats *. . 801,024

Corn 187,963

Barley 4,700

Wheat 10,500

Pulpwood shipped. — 7,500 cords.

During past season the different mail steamers landed: —

First-class passengers 10,214

Second-class passengers 58,425

Third-class passengers 157,152

Total 225,791

The second and third-class passengers were forwarded to their future homes by
the different railway companies.

VESSELS DAMAGED AND USING THE DOCKS.

SS. Lady of Gaspc collided with ss. Crown of Cordova off Three Icivers, and
received such heavy damage that she had to be beached. After having been floated she
came into the Louise ,docks, discharged her cargo of damaged food, etc., which was
sold by auction. After landing cargo, went over to Levis, where she was repaired.

SS. Whakatane, having run into the wharf at Indian Cove, and having received
considerable damage, came up to Louise docks, where she discharged part of her
cargo. Went into the dry dock for repairs. After being repaired, reshipped her
cargo and proceeded to Montreal.

During the year, spaces were rented at low rates for storage of coal landed which
had to be removed from water front.

The Dominion Coal Company have 9,000 tons coal stored on the space rented
to them.

The Nova Scotia Steel and Coal Company have 22,000 tons coal stored on the
space rented to them.

21—174

260 MARINE AND FISHERIES

5 GEORGE V., A. 1915

There are wintering in Louise docks, lumber, coal, railway lies, etc.
There are stored in the different freight sheds : salt, slag, pulp, etc.
The docks are occupied during the winter months by a large number of vessels
of various tonnages, where they find safe quarters until the opening of navigation.
I have the honour to be, sir,

Your obedient servant,

P. FLYNN,

Wharfinger.

Quebec, January 3, 1914.

Raoul Renault, Esq.,

Secretary-Treasurer, Harbour Commission,

Quebec.
Sir,— I have the honour to submit the following with reference to harbour for

the year 1913.

iSTavigation was open in the harbour all winter, the ferry boats crossing the river
and the Canadian Government steamers Montcalm and Lady Grey in commission.

The ice formed at Cap Rouge on the 13th January at 6 a.m., and broke away at
9 p.m. the same day.

The ice bridge between the island of Orleans and the mainland formed on the
14th of January.

Canadian Government ss. Montcalm left the harbour for lower St. Lawrence at
7 a.m. on the 14th January, with passengers, etc., and returned on the 22nd January.

Ice bridge formed at Cap Rouge on the 9th of February at 2 p.m. and broke
away the same evening.

Canadian government ss. Montcalm left the harbour on the 1st March, with passen-
gers, etc., for lower St. Lawrence, and returned on the 6th.

Canadian government ss. Montcalm left the harbour on the 18th March, working
up the river toward Three Rivers.

SS. Natashquan entered loading berth, Louise basin on the 26th March.

SS.Natashquan left the harbour for lower St. Lawrence with passengers and freight
on 1st April.

Ice broke up in tidal basin on the 7th April.

Small sailing craft arrived in the harbour from lower St. Lawrence parishes on the

4th April.

Schooner Florida arrived from lower St. Lawrence on the 4th April.

Schooner Caron left the harbour with a full cargo of freight for lower St. Law-
rence on the 8th of April.

SS. Natashquan arrived from lower St. Lawrencq with passengers on the 10th

April. , . .,

SS. Wacousta, first coal steamer from sea, arrived on 14th April.

Ice in wet dock and tidal basin clear on the 15th April.

Lake and batture ice passing down on the 17th April. ^

Tug Sin Mac arrived in the harbour from Montreal on the 17th of April.

The ice in the St. Charles and north channel broke away on the 18th April.

SS Wacousta left the harbour on the 18th of April for Montreal.

SS. Solcoto, with passengers and freight, arrived in the harbour on the 20th April.

Pontoons were placed in the harbour on the 23rd April.

Canada Steamship Lines, Ltd., ss. Saguenay arrived from Montreal on the 23rd
of April and returned the same evening.

Canada Steamship Lines, Ltd., ss. Tadousac left for Murray Bay on the 25tn

April.

QUEBEC HARBOUR COMMISSIONERS 261

SESSIONAL PAPER No. 21

SS. Teutonic, first Royal Mail passenger steamer from Europe, arrived in the har-
bour on the 26th April.

French warship Descarte arrived inwards on the 18th of July and passed outwards
on the 20th instant.

July 27, ss. Lake Manitoba, after being aground at the island of Orleans, moored
at the breakwater and after survey proceeded to Montreal.

July 23, ss. Lady of Gaspe, after being in collision near Three River3, entered
Louise basin, and after discharging cargo proceeded to dry-dock at Levis for survey
aud repairs.

September 14, ss. Wakatane, New Zealand Steamship Company, grounded at Indian
cove; after getting off she proceeded to Louise basin, discharged cargo and left for the
dry-dock at Levis for repairs, etc.

In addition to the routine work of the harbour and office, seven hundred and
thirty ocean sea-going steamers have been berthed at Louise docks, breakwater, and
Point-a-Carcy wharves.

One of the most important parts of the work of the harbour is the berthing of
these vessels, which is done at night time as well as in the day.

The limits of the clear-water space (forbidden anchorage) where telephone and
telegraph cables are laid across the river opposite the city are indicated by red lights
at night and signboards in day time on both sides of the river. This space is 1,200
feet.

The last of the season, Canada Steamship Lines, Ltd., ss. Tadousac arrived from
Murray bay on the 20th November.

Last Canada Steamship Lines, Ltd., ss. Quebec from Quebec to Montreal left on
the 27th November.

Notices have been posted in suitable places warning parties from discharging
rubbish of any kind into the harbour docks, etc., and every precaution is being taken
to prevent any violation of the regulations of the commissioners in that respect.

SS. Empress of Britain, last Royal mail and passenger steamer left the harbour
on the 27th November.

SS. Ruthenia, last passenger and freight steamer left the harbour for sea on the
30th November.

Propeller Carleton, with coal cargo, arrived in the harbour on the 2nd December,
after discharging cargo left on the 3rd for Montreal.

Propeller Calgary arrived down with cargo of grain on the 1st of December.

SS. Wacousta left inner basin on the 1st December for sea.

The wet dock and tidal basin are now taken up with a large number of steamers
and other craft for the winter, but space is reserved for any steamers that may come
up during the early spring.

Several small steamers and other small craft have taken up their winter quarters
at Indian cove.

Canadian Government ss. Lady Grey and Montcalm have taken their berths in
the Louise basin and Point-a-Carcy wharf for their work during the winter.

Canadian Government ss. Montmagny left the harbour on the 13th of December
for lower St. Lawrence and Halifax, with passengers.

Up to the time of writing the ice bridge between the island of Orleans and the
mainland had not formed.

Canadian Government ss. Champlain entered Louise basin for the winter on
December 30.

I have the honour to be, sir,

Your obedient servant,

JAS. C. SULLIVAN,

Harbour Master.

262 MARINE AND FISHERIES

5 GEORGE V., A. 1915

General Expenditure on Capital Account.

Railway locomotives $ 37.114 04

Office furniture 849 60

Improvements E. I. and G. T. wharves 12,315 76

Locomotive shed ^ 3,035 31

Mach ne shop 449 84

Indian cove improvements 1,348 80

Carpenter shop 4,299 61

Roadway pier No. 1 1,785 14

Protection fenders, pie;- No. 1 11,932 97

Shed No. 16 1,706 19

Shed No. 18 12,200 48

Shed No. 23 291 78

Shed No. 24 2,144 66

Deck sows 8.218 13

Indian cove property 117,901 67

St. Nicholas quarry 4,522 25

Sillery quarry 3,500 00

Sale 191 90

Railway bridge 3,660 00

Lumber 2,775 58

$230,243 71

Expenditure on Capital Account on approved estimates out of the vote of Parliament
under the " Quebec Harbour Advances Act, 1913."

Dredging $ 642,361 52

Quay extension, river St. Charles 749,013 33

Grain elevator 554,349 82

Car ferry terminals 116,380 75

Railway yard 10,276 80

Floating crane 24,174 15

Floating fenders 3,794 10

Office building 86,559 86

Dredging plant 278,839 10

Cribwork at "Fly Bank". . .; 92,150 71

Elevator dredge 19,009 73

Steel dump scows 36,000 00

$2,612,909 87

Comparative statement of the Revenue of the Quebec Harbour Commissioners for

the Years 1912 and 1913.

1912.

$ cts
Tonnage dues ] 11,138 08

Import dues

Export dues

Harbour dues

Earnings, docks, etc

Beach and deep water lots.

Interest

Sundries

Fines and penalties

9,450 29
4,160 46
4,006 12
S8,757 12
1,560 40
6,979 77
70 15

126,131 39

1913.

$ cts.
11,923 20

6,967 89

2,784 81

3,981 94

199,603 21

1,111 97

2,101 21

97 50

3,763 00

232,334 73

Difference
in 1913.

$ cts.

785 12 Increase.

2,491 40 Decrease.

1,375 65 Decrease.

24 18 Decrease.

110,846 09 Increase.

448 43 Decrease.

4,878 56 Decrease.

27 35 Increase.

3,763 00 Increase.

106,203 34 Increase.

RAOUL RENAULT,

Secretary -Treasurer.

THREE RIVERS HARBOUR COMMISSIONERS 263

vSESSIONAL PAPER No. 21

Report of Three Rivers Harbour Commission.

Three Rivers, January 26, 1914.

The Hon. J. D. Hazen,

Minister of Marine and Fisheries,
Ottawa.

Sir, — The Harbour Commissioners of Three Rivers have the honour to transmit
to you their annual report, showing a statement of the vessels registered inward and
outward of the port, a memorandum of the goods in and out, and a statement of receipts
and disbursements for the year ending December 31, 1913.

As the report shows, the receipts for the year have exceeded the expenses by a
sum of $3,894.64, but the receipts compared with those of 1912 prove a decrease of
$3,103.05.

The causes of the decrease in the receipts are mainly in the difference of the
importation of bituminous coal and pig iron.

On account of its inability to secure, as in previous years, its supply of coal from
the Dominion Coal Company, which imported same through our harbour, the Lauren-
tide Company of Grand Mere, had to get its supply by rail from the United States,
the Dominion Coal Company importing, this year, only 89,652 tons instead of 121,155
tons, last year.

The Canada Iron Corporation, of this city, being in liquidation, has imported
ciily 3,696 tons of pig iron, instead of 10,792 tons, last year. .

There has been also a diminution of some 2,000 tons of sulphur and 3,000 tons of
china clay.

The industrial firms using these products have probably on account of the bad
condition of the monetary market — stored, for the winter, a smaller stock of the
goods.

The provisions of the new provincial law has also caused a small decrease in the
exportation of pulpwood to United States, but the increase in the inland (fluvial)
traffic, covers the difference.

As the circumstances which have occasioned the reduction in the traffic and
receipts were beyond the control of the harbour commission, your commissioners
can only state the fact with regret.

The prospect for next year is very favourable.

There is reason to believe that most of the coal that is being used in this city and
the surrounding towns will next year be brought through this harbour, and it is also
expected that the importation of sulphur, china clay and pig iron will be considerably
increased.

Your commissioners take occasion to express their anxiety over their inability to
give some of the coal trade that is proposed to be directed to this port the accommo-
dation it will need.

As you are no doubt aware, the Bureau wharf, where this additional trade is
intended to be operated, is not so constructed as to allow the landing of heavy freight,
and unless the wharf is reinforced, it is feared that the harbour commission may lose
the trade.

The harbour commissioners, in a recent interview with the Honourable, the Min-
ister of Public Works, have requested that the required reinforcing construction be
performed to the wharf so as to enable the landing of some 50,000 tons of coal, which
is proposed to be landed here if the necessary accommodation is given.

The additional trade would require the erection of a considerable coal-handling
plant, which the wharf, as now, is not supposed to safely carry.

264

MARINE AND FISHERIES

5 GEORGE V., A. 1915

The honourable minister has viewed favourably the project of reinforcing the wharf
in question, and has referred your commissioners to Mr. Lafleur, the chief engineer,
who it is understood, has the matter under study.

The commissioners have also represented to the Honourable the Minister of Pub-
lic Works, that it is very urgent that the proposed shelter basin and construction of
wharves, which the Government has planned and already undertaken, be. continued so
as to secure for this harbour a place of shelter for the vessels in time of storms.

The repeated accidents and loss of vessels and cargoes which occur every year for
lack of protection, in time of storms, is causing great anxiety to the harbour commis-
sioners, who beg to submit that it is of the greatest importance that the construc-
tion of said shelter basin be no longer delayed.

May the commissioners ask that your department take up the matter with ihe
Department of Public Works, and ensure the execution of the works with as little
delay as possible.

Eespectfully submitted,

HENRI GODIN,

Secretary, Harbour Commissioners of Three Rivers.

Statement of Number and Tonnage of Steamers and other Vessels, reported Inward
and Outward of the Port of Three Rivers, for the Year 1913.

Ocean Traffic. —Return of Vessels Inward.

Ocean Traffic— Return of Vessels Outward.

Nationality.

No.

Tons.

Cleared For.

No.

Tons.

British

27
16

68,508
35,865

28
15

63,379

Norwegian

Great Britain

40,994

104,373

United States Traffic.

Inland Traffic.

Steam barges

416

785

4,181

42,841

3,858

Boats not registered

Schooners and barges

Tugs and steamboats

25
375

289

Steamers

97,922
32,722

Sail barges

439

51,665

689

130,644

Recapitulation.

Ocean traffic

United States traffic . .
Inland traffic

Grand total

43
439

689

1,171

104,373

51,665

130,644

286,682

Exclusive of Richelieu & Ontario and other navigation companies steamers, local craft and market boats

THREE RIVERS HARBOUR COMMISSIONERS

SESSIONAL PAPER No. 21

Merchandise.

265

Soft coal. . .
Hard coal .
Sulphur —
China clay.
Pig iron . . .

Sand

Rosin . .
Wood pulp.
Pulpwood

Inward.

89,652 tons.

12,455

10,400

1,086

3,696

549

342

1,017

3,658 cords.

Bricks 2,999,500

Outward.

Lumber 45,581,000 feet.

Pulpwood 32,389 cords.

Sand 140,600 tons.

Woodpulp 2,805 „

Concrete beams 622 h

Laths 1,911,000

Exclusive of freight in and out by Richelieu & Ontario and other local navigation steamers.

Receipts and Disbursements for the Year 1913.

Receipts.

Disbursements.

Tonnage dues $ 3,695 19

Harbour dues: Inward 6,117 42

u Outward. . . 4,879 19

Commutation 800 00

Rent of wharves and
moorage . 5,741 31

Total receipts. . . .$ 21,233 11
Interest on deposits 600 70

$ cts.

21,833 81
24,719 64

Current expenses $ 512 05

Salaries and commissions 3,360 92
Printing and stationery . . 86 53
Repairs and general
harbour expenses 2,594 67

Interest on debentures . . 9,525 00
Sinking fund 1,905 00

$ ets.

6,554 17
11,430 00

Total expenses on revenue

Deposits in bank, and cash on hand,
Dec. 31, 1913

Grand total

17,984 17
28,569 28

Balance on Dec. 31, 1912

46,£53 45

Grand total

46,553 45

Three Rivers, January 7, 1914.

HENRI GODIN,

Secretary- Treasurer.

266 MARINE AND FISHERIES

5 GEORGE V., A. 1915
Report of North Sydney Harbour Commission.

North Sydney, N.S., March 5, 1914.
To the Honourable,

The Minister of Marine and Fisheries,
Ottawa.
Sir, — I have the honour herewith to submit the report of the harbour commis-
sioners of the Port of North Sydney, for the year 1913.

The statement of the financial standing you will find on accompanying sheet.
I would call the attention of the department to the improvements affected by us
during the year at the breakwater property, where a splendid roadway has been opened
and considerable grading has been done, and the whole property put in better shape,
so that it is now made use of largely as a pleasure resort during the hot weather of
the summer months.

I would also respectfully call your attention to copies of letters inclosed, showing
the esteem in which mariners hold the improvements made to our harbour entrance
during last year, by the placing of a gas and bell buoy on Cran rock. This is very
gratifying to us, as it was at our recommendation that this much needed improvement
was made.

I would also call your attention to some other resolutions adopted by our board,
and in which we trust your department will concur.

If there is any further information you would like to have on these, I will be
pleased to furnish it.

Respectfully submitted,

KENNETH MACLEOD.

Summary of Receipts and Expenditures, 1913.

DR.

January 31

, to cash on hand

$614 04

April 7

, to cash from Royal Bank

296 65

May 9,

to c

I, to

ash Haibour dues

396 08

June li

cash Royal Bank

300 00

Juy 7,

to cash Harbour dues

437 76

July 28

, to cash Royal Bank

900 00

October

28,

31.

3i.

876 05

200 00

Nov.

400 00

Dec.

865 25

129 92

CR.

By wages and mater'al for repairs to breakwater . .

523 79

By sun

drv p.xnensp . . . .

66 90

By wages and material improving ballast ground . .

79 45

July 7.

By paid Royal Bank

300 00

Aug. 4.

« ««

303 75

Oct. 6.

< ti

600 00

Dec. 31

317 35

A. Allen, rent, 16 months

100 00

Comm'ssion, Jcs. McPherson

165 25

R. McDonald, harbour master . . . .

700 00

Jas. D. Bissett, commissioner . . . .

550 00

' Arthur McDermott, commissioner . .

550 00

" Kenneth MacLeod, secretary

650 00

Jan. 31.

v balance on hand

509 26

$5,415 75

NOVA SCOTIA STEEL AND COAL COMPANY^ RETURNS.

Coal shipped —

During year 1913, 481,449 tons.
Iron Ore received —

From Belle Isle, 120,500 tons.
" Foreign, 7,060 tons.
General merchandise imported, 8,260 tons.

PICTOU HARBOUR COMMISSIONERS 267

SESSIONAL PAPER No. 21

Report of Pictou Harbour Commission.

Pictou, N.S., February 20, 1914.
The Hon. Minister of Marine and Fisheries,

Ottawa, Ont.
Sir, — I have much pleasure in enclosing you the account of receipt and expendi-
tures of the Harbour Commission for the Port of Pictou, N.S., for the year ending
the 31st December, 1913.

I am, sir, your obedient servant,

H. B. EOSS,

Secretary.

Pictou Harbour Commission7 — In account with H. B. Ross, Secretary.

1913. Dk. $ cts. $ cts.

April 23 To paid Win. McLean, bushing channel to East river

June 5 Phil. Hall, painting buoys

• i II S.S. Hiawatha putting out harbour buoys

July 23 E. McDonald, bushing East river

Aug. 27 Robert McRay

Oct. 24 Est. Geo. McDonald, secretary, for six months

m 24 Scotia Printing Co

ii 24 Removing obstruction in East river

Dec. 31 -S.S. Hiawatha taking in buoys

M 31 J. W. McRay, legal services

ii 31 A. D. Barry, lumber

it 31 Alex. Talbot, repairing crane ...

n 31 Ross Chapman .

ii 31 Telegrams and- 'phone . . .

i. 31 H. B. Ross, secretary, six months

Balance

18 00

7 50

30 00

26 50

5 00

50 00

4 36

10 00

30 00

' 16 00

7 20

25 00

5 00

1 00

50 00

1,124 11

1,409 67

1012. Ck.

Dec. 31 By balance 73156

1913.

Dec. 31 Amount received from Collector of Customs, harbour dues for year ending

December 31 678 11

1,409 67

„ 31 By balance , 1,124 11

Pictou, December 31, 1913.

D. SUTHERLAND, Chairman.

H. B. ROSS, Secretary.

268 MARINE AND FISHERIES

5 GEORGE V., A. 1915

Annual Keport of the Toronto Harbour Commission for the Year 1913.

Toronto, August 18, 1914.
His Worship Mayor Hocken

and Council of the Corporation of the City of Toronto, City Hall,
Gentlemen,— Herewith we submit for your information our report of the opera-
tions carried on under the jurisdiction of the Toronto Harbour Commission during
the year 1913. The reports of the officials included herein give in detail the progress
made on the various works planned by us, and, a financial statement is also included
certified to by our auditors, showing the details of receipts and expenditures duriug
the year.

We are pleased to be able to show such substantial progress in carrying out the
plans which have been prepared under our direction, and approved by your body and the
Dominion Government, and we wish to take this opportunity of acknowledging the
assistance which you have always readily afforded us in our desire to carry out the duty
imposed upon us of developing in an adequate manner Toronto's harbour and water-
front.

Yours sincerely,

TORONTO HARBOUR COMMISSION,
F. S. Spence.
R. Home- Smith.
R. S. Gourlay.
T. L. Church.
L. H. Clarke, Chairman.

Mr. Lionel H. Clarke, Chairman,

and Members, Toronto Harbour Commission,
Toronto, Ontario.

Gentlemen, — I have the honour to submit herewith reports covering the work
carried on by the staff in your employ during the year 1913, and am pleased to be
able to report very substantial progress in the operations during the year.

The end of the year 1912 saw the completion of the preliminary planning which
your board had to face before actual work could be commenced on the development
and improvement of the public property placed by the citizens of Toronto in your
charge during November of 1913. The general plans prepared under your direction
for the development of Toronto harbour and of the Toronto harbour industrial dis-
trict, as well as for the general improvement of the outer waterfront and the con-
struction of breakwaters for the purpose of protecting the waterfront east and west
of the inner harbour were approved by both the city council of Toronto and the mem-
bers of the Government of Canada, both bodies undertaking the portions of the work
allotted to them and the Government by an order in council dated June 10, 1913,
approving the complete plans as submitted to them by your board.

During the year 1913 such substantial progress was made in the preparation of
detail working plans and the completion of arrangements for the letting of contracts
and starting the actual work that a contract was made for the dredging operations
under the commissioners' jurisdiction which provides for the filling of the industrial
district and reclamation of other lands at a minimum cost of $3,950,000, and an option
to increase the amount of dredging at the same unit price per cubic yard, at the will
of the commissioners, up to an amount not to exceed a total cost of $6,320,000. At
the same time the Government let a contract for the construction of a breakwater

TORONTO HARBOUR COMMISSIONERS 269

SESSIONAL PAPER No. 21

extending from Woodbine avenue to the eastern channel on the eastern lake front,
the construction of a breakwater extending from the western channel to the Huniber
river on the western lake front, and the construction and dredging of the ship channel
in the industrial district, the total contract calling for an expenditure of $5,371,-
372.17.

The Government has also undertaken the construction of lift bridges across the
eastern and western enhances to the harbour, and across the ship channel in the
industrial district but the contract for this portion of the work has not yet been let.

DOCK PROPERTIES.

As the commissioners in the beginning of the year 1912 had adopted a policy of
placing only one year leases on the docks along the waterfront until the development
of the inner harbour had been decided upon and carried out, the wharves on harbour
square dock at the foot of Bay street were again open for lease in the spring of 1913.
Early in the year an important merger of steamship companies had been promoted as a
result of which the Hamilton Steamship Company, the Turbinia Steamship Company,
the Niagara Navigation Company and the Inland Lines, Limited, all became the pro-
perty of the Richelieu & Ontario Navigation Company. This latter company hold a
lease of the dock at the foot of Yonge street on the west side of the Yonge street slip,
formerly known as the Geddes wharf, which lease ran till March 31, 1915. After the
amalgamation the company desired to make new arrangements for the handling of
its various lines and the commissioners accepted a surrender of the lease in question*
and leased to the company three wharves being the east, west and south wharves of the
Harbour Square dock for a rental of $13,000 for one year, this being the highest rental
ever received for this dock.

The Yonge street wharf, the lease of which was surrendered by the company, was
utilized by the commissioners, as a public dock and the office of the harbour master
was installed in the south end of the freight shed on the east face of the dock in order
that he might be in a convenient location for the masters of vessels having business to
transact with him.

During the year certain repairs were made to the Ferry dock at Centre island for
the purpose of placing it in a condition of safety, and as a result of the expenditure
required for this purpose the rental received from the Toronto Ferry Company for the
use of this dock was increased from $500 to $1,000 per year.

Details of the expenditure incurred in the carrying out of the repairs to the vari-
ous dock properties are given in the report .of the engineer.

public DOCK.

From the date of the formation of the new board of harbour commissioners there
had been an insistent demand on the part of the public for the establishment of a
public dock, at which any vessel entering Toronto harbour and not consigned t<5 any
one of the companies controlling wharves could be docked and its cargo discharged. This
demand had been voiced persistently through the press, and when the new arrange-
ments with the Richelieu & Ontario Navigation Company left the Yonge street dock
free, your board decided to utilize it for public dockage purposes, and it was so operated
during the season of 1913, with results which were most satisfactory considering that
it was the first attempt to supply such a dock in Toronto harbour. Mr. John M.
Allen, deputy harbour master, filled the office of wharfinger during the season in a most
satisfactory manner, and was very active in securing business for the dock.

The system adopted for carrying on business in the freight sheds attached to the
dock, was to place the wharfinger in charge for the purpose of directing operations, and
to charge a certain rate per ton for all merchandise handled, either in or out, the

270 MARINE AND FISHERIES

5 GEORGE V., A. 1915

employees of the boat landing the cargo or the company to which it was con-
signed performing all work in connection therewith.

During the season thirty-four vessels landed or received cargoes from the Com-
missioners' dock, the total net tonnage of these vessels being 42,297. Inward freight
to the amount of 4,69*8 tons was handled, and outward freight to the amount
of 3,083 tons was handled, on the wharf during the season, the wharfage
dues on this freight amounting to $2,226.40. In addition to the handling of freight a
certain amount of accommodation was provided for the storage of goods for various
firms, yielding a revenue of $162.10, while the sum of $125 was received in payment
for the docking of two vessels at the wharf during the winter, this bringing the total
revenue from the dock up to $2,513.50.

We have every reason to believe that the revenue from this source would have
been greater had it not been that the great storm of November 11, in which nineteen
vessels were lost, had a serious effect on the amount of shipping during the balance of
the season, while a fire which took place in the east shed on the morning of Sunday,
November 9, restricted the amount of space available for freight storage.

In addition to the direct revenue yielded by the operation of a public dock the
commissioners were saved the expense of arranging for office space for the use of the
harbour master.

MOTOR BOATS.

In order to have it in a convenient location the commissioners' motor-boat was
placed in a stall at the foot of York street rented from the Marine Construction Com-
pany in the spring of 1913, and on the morning of June 11, was destroyed in a lire
which swept throught the boat-houses belonging to this company and destroyed eight
launches. A satisfactory adjustment was made with the company holding the insur-
ance, a cash payment of $1,500 being received to cover the damage, and the commis-
sioners being allowed to retain the boat for whatever value there was in. it. Tenders
were subsequently called for from all the principal boat companies for the construc-
tion of a new and larger launch, and the Gidley Boat Company of Penetang was
awarded a contract to build a mahogany launch capable of carrying eighteen people.
This boat was completed and delivered to the commissioners in September, 1913, and
has since given every satisfaction.

The boat which was destroyed by fire was subsequently rebuilt with the engine
overhauled, and was placed at the disposal of the engineering department for use as a
work boat.

LIFE SAVING.

The arrangements made in 1912 by the commissioners, under which the life-
saving service on Toronto harbour, and the work of patrolling the harbour, and the
enforcing of regulations, was undertaken by the life saving service for Canada, was
continued during the year 1913. Under these arrangements the commissioners con-
tribute the sum of $3,050 towards the cost of maintaining the station, in return for
the patrol service, and the maintenance and inspection of life saving apparatus.

During the year the life-saving station was removed from its former location on
the western sandbar to a point on Wards island immediately west of the eastern
channel, and the work of erecting a modern observation tower in connection therewith
was commenced. Two fast launches were placed in commission by the Government
for the purpose of carrying out the patrol work in addition to the regulation life boat,
which was maintained for strictly life-saving work. A crew was formed and a con-
tinuous outlook maintained, night and day, at the station, with the result that many
persons were rescued from the waters of the harbour, and undoubtedly many fatalities
were averted.

TORONTO HARBOUR COMMISSIONERS 271

SESSIONAL PAPER No. 21

While the enforcement of regulations by the crew was not in every sense ideal,
the life-saving portion of the work was performed in a most satisfactory manner.

Towards the close of the year a spirit of disaffection became evident amongst the
members of the crew and an investigation was held by Commander Thompson of the
Dominion life-saving service, as a result of which the entire crew, including the cox-
swain and mate, were given their discharge on December 15. A new crew has since
been appointed.

At the request of Commander Thompson your engineering department co-oper-
ated with his department in the preparation of plans for the erection of a sub-station
which is to be placed at the north end of the old crib work, east of Hanlan point. The
plans have since been approved, and it is expected that this sub-station will be erected
during the ensuing year.

REMOVAL OF SAND.

The removal of sand from the bed of the harbour by private companies was for-
bidden by the commissioners in 1912, the date set for the termination of the condition
under which sand could be so removed being December 31 of that year. Following
notification to this effect from the commissioners the Sand & Supplies, Limited, the
company carrying on the principal business of ihis kind, entered into a contract with the
Royal Canadian Yacht Club for the removal of sand from the mooring ground north
of the club's island home which is leased from the commissioners. The commissioners
took this as a breach of the by-law passed by them prohibiting the removal of sand
from the harbour and instituted a suit against the company and the Yacht club for
the purpose of preventing the carrying out of the contract. The case was tried before
the Honourable Mr. Justice *Eiddleton, and a decision given by him to the effect that
the company must cease all dredging operations within the: limit of the harbour, and
must pay the commissioners for the sand removed during the year 1913. The Yacht
club and Sand & Supplies, Limited, both accepted this judgment and the company,
besides paying all costs of the action, paid to the commissioners the sum of $2,420
for the 24,200 cubic yards of sand removed by them during the year.

Since then no further effort has been made by any company to dredge sand from
the bed of the harbour.

PROPERTY.

Negotiations with the Canadian Pacific Railway which had been carried on during
a portion of the year 1912 for the exchange of lands at the foot of Bathurst street
wrere consummated early in 1913, and an agreement drawn up by which the commis-
sioners transferred to the company a portion of the old Queens wharf property, and a
portion of the waterlot to the west of the Queens wharf, in exchange for a portion of
the waterlot owned by the Canadian Pacific Railway lying to the west of the commis-
sioners' property and a piece of land at the foot of Bathurst street, which was owned
by the company. In addition to the transfer of the land the company surrendered
its lease in perpetuity to the Queens wharf, and the Queens Wharf waterlot, and also
surrendered its rights in perpetuity to dock privileges in the old western channel and
in the slip to the east of the Queens wharf. This agreement is of the greatest impor-
tance to your board giving you as it does absolute control of the waterfront from
Bathurst street to the Humber river, and the right to fill in the old western channel
upon receiving the consent of the Government.

In addition to the surrender of its leasehold and docking rights and the transfer
of properties, the Canadian Pacific Railway also agreed to give the city of Toronto
an easement and right of way 100 feet wide through its property for the purpose of
extending Bathurst street south in a straight line, and to undertake at its own expense
the re-arrangement and alteration of its buildings for the purpose of facilitating this
extension. In return for this, the commissioners asked the city to deed to the Cana-

272 MARINE AND FISHERIES

5 GEORGE V., A. 1915

dian Pacific railway a small triangular piece of the old Asylum Waterworks lot for
the purpose of giving the Canadian Pacific railway entrance to the property acquired
by it. This request was acceded to by the city council and the necessary deeds were
drawn up and executed by the mayor and city treasurer.

When the city transferred its waterfront property to your board in 1911, it did not
own the 19-acre waterlot in front of the exhibition grounds and immediately to the
east of DufTerin street. The commissioners applied to the Government for a patent to
this lot in order to complete their ownership of the waterfront property; and on
January 27 the patent was received from the Government deeding the property to the
harbour commissioners. Application has been made to the Government for patents of
the waterlots north and south of the new western channel including the bed of the
old western channel and also for the waterlot lying in front of Ellis avenue on the lake
shore, and east of the eastern channel on Fisherman island. Details of the transfer of
these properties have yet to be arranged but there is every indication that the Govern-
ment will comply with the applications.

V hile the transfer of property from the city to your board gave you very full
control of the waterfront east and west of the inner harbour, the greater portion of the
propery fronting on the bay between Bathurst street and Cherry street was still left
in the control of the railway companies and private owners. In order to remedy this
and secure complete control of the entire waterfront, negotiations were opened with
the Canadian Pacific railway and the Grand Trunk railway for the purpose of securing
the riparian rights of these companies between York street and Bathurst street. These
negotiations have now reached the stage where a definite basis has been arrived at, and
it only remains for certain details to be settled in order to have the agreement
executed and the absolute control of this portion of the waterfront vested in the
harbour commissioners. This will give your board control of the front from Bath-
urst to Yonge street; and under the agreemnt for the construction of the viaduct the
board can exercise its right to secure control of the property not now owned by it
between Yonge street and Parliament street, thus securing complete control of the
entire waterfront in order that it may be developed in the interests of the citizens of
Toronto.

RIPARIAN RIGHTS.

Early in the year the suit of Col. W. Hamilton Merritt which had been instituted
against the city of Toronto previous to the acquisition by your board of the Toronto
harbour industrial district, was carried by Colonel Merritt to the Supreme Court at
Ottawa, the lower courts having decided against the plaintiff's claim that his property
on the south side of Eastern avenue possessed riparian rights in Ashbridge bay. Mr.
G. R. Geary, K.C., corporation counsel, successfully opposed the appeal, and the
Supreme Court upheld the decision of the Court of Appeal for Ontario and decided
that no riparian rights were attached to this property. Since that time Mr. H. M
Mowat, K.C., representing Col. Merritt and a number of other owners of property
abutting on the industrial district to the north, has been in negotiation with your
board, through your solicitor, Mr. A. C. McMaster, and the other officials, and a basis
of agreement has now been reached, as a result of which these property owners in
return for certain privileges which they ask your board to grant them will forego
their claims to riparian rights.

Some time before the decision of the .Supreme Court in the Merritt case the Scho-
field-Holden Machine Company and Messrs. Rickey Brothers, two firms carrying on
the business of boat builders at the foot of Carlaw avenue, instituted similar suits
against the city, to which suits the harbour commissioners were later added as co-defend-
ants. These actions were tried jointly before the Chancellor, Sir John Boyd. Mr.
McMaster, the board's solicitor, defended the interests of the harbour commissioners.

TORONTO HARBOUR COMMISSIONERS 273

SESSIONAL PAPER No. 21

and Mr. Geary looked after the interests of the city. Since the end of the year the
chancellor has handed down a decision adverse to the plaintiff in which he makes it
clear that there are no riparian rights attached to the properties in question. The
decision has since been appealed to the Court of Appeal for Ontario.

TORONTO VIADUCT.

Following the appeal of the railway companies to the Governor General in Council
against the order of the railway commissioners for Canada for the separation of rail-
way and highway grades across Toronto waterfront by means of a viaduct, the rail-
ways abandoned their efforts to have bridges substituted as a means of grade separa-
tion and the harbour commissioners were a party to negotiations carried on between
the city and the railways under the leadership of Mr. H. L. Drayton, chief railway
commissioner for Canada, which resulted in an agreement for the construction of a
viaduct along a different route from the one previously ordered. This agreement was
signed by all parties and finally executed on July 29; 1913, and was confirmed by an
order of the Board of Railway commissioners for Canada giving it effect. Under
this agreement the railways are to acquire all the property south of the railway tracks
on the esplanade from Yonge to Cherry street; and after deducting a strip therefrom
230 feet in width to serve as the right of way for the viaduct, the harbour commis-
sioners have the option of taking over the balance of the property so acquired by pay-
ing to the railway companies one-half the amount paid by them for the property, or in
the alternative to take over that portion of the property so acquired lying to the south
of the viaduct right-of-way upon paying to the companies one-third of the total cost.
This option does not have to be exercised by the commissioners until after the entire
property has been acquired, and when exercised following the agreement just about
completed with the Canadian Pacific railway and the Grand Trunk railway for the
acquisition of all riparian rights from York street to Bat-hurst street will give the
commissioners control of the inner waterfront from Bathurst street on the west to Par-
liament street on the east.

FIRES.

During the year two small fires resulted in a certain amount of damage to the
wharf properties owned by your board. The first fire occurred on September 13,
1913, in the offices and waiting rooms attached to the Toronto dry dock at the foot
of Bay street. The fire department rendered prompt aid and the fire was checked
before it assumed serious proportions. A settlement was made with the insurance
companies under which they paid $1,500 which covered estimated loss.

On November 9 fire was discovered in the east shed of the Yonge street dock
which was filled at the time with a cargo of macaroni and brown sugar. The fire
started at a very awkward point behind the boxes of macaroni, but notwithstanding
that there was a very strong wind blowing the fire department subdued the flames
before the loss became serious. The contents, which were cosiderably damaged, were
covered by insurance held by the consignees and settlement was made with the
insurance companies for the damage to the building for the sum of $1,600. In each
case the damage was repaired by the construction branch of the engineering depart-
ment at a cost covered by the amount of insurance secured.

leases.

The home of the Parkdale Canoe Club was totally destroyed by fire on February
8, 1913. As the location of this building; was directly in the line of the improve-
ments planned by your board for the western waterfront, the officials of the club were
notified' that they would not be allowed to erect a new building on the same location,
and there followed negotiations between the club and your board as a result of which

21—18

274 MARINE AND FISHERIES

5 GEORGE V., A. 1915

the club has been given a lease of a location on the property reserved for an aquatic
club on the western waterfront at the foot of Wilson avenue. As this location is at
the present time some distance out from the shore in the lake the commissioners
agreed with the club, in return for the surrender of its leasehold rights at Sunny-
side, to erect foundations suitable for a new club building on the new location.
This was done in the fall of the year so that the foundation might be ready for the
building during the year 1914.

The negotiations all through were conducted in a most reasonable spirit by the
representatives of the club, all showing every desire to meet the wishes of the com-
missioners end facilitate the carrying out of the improvements planned for Toronto's
waterfront.

When the Ashbridge Bay district was deeded to the harbour commissioners there
was a small lot immediately east of thet, main entrance to the district under lease to
a company called the Foundry Specialty Company. The buildings on the property
were of very rough finish, being of cheap frame construction, and covered in some
places with metallic sheeting. After going through many changes the property
passed into the hands of Mr. R. P. Powell, the owner of the Queen City Foundry
Company. In laying out the streets in the industrial district a small lot was formed
behind the property held by this company, and negotiations were opened with Mr.
Powell for the purpose of leasing him additional property and securing certain
improvements to the building. As a result of these negotiations Mr. Powell leased
the additional property, and agreed to replace the buildings which then existed by
permanent structures of brick, which agreement he has since carried uot, so that the
building is now a presentable foundry building, and has ceased to be an eyesore.

The Poison Iron Works Company in arranging for the installation of a dry dock
in connection with their plant on the esplanade, had arranged with the city for the
closing of Frederick street south of the esplanade and the leasing of this property
and the block to the west having 66 feet frontage for the purpose of constructing
the basin for the proposed dry dock. This lease had not been completed when the
property was transferred to your board, there having been some objection made by
the Poison Company to some of the terms governing the rental. Following the
transfer of the property the master was referred to your board to deal with, but by
this time the general conditions of the new viaduct agreement had been arranged,
and it was known that the Poison property along with other waterfront properties
would have to be expropriated for viaduct purposes. With this knowledge it was
felt unwise to re-open the question of leasing the property to the Poison Company,
and your board decided that the lease would not be completed, but that the property
would be held free from occupany until required for viaduct purposes.

ENTERTAINMENT.

During the year your board joined with the city council in the entertainment
of the Montreal city council on! the occasion- of a visit by the latter body to Toronto,
and also aided in the entertainment of the delegates to the National Municipal
League, and during September had also the pleasure of entertaining the Honourable
Robt. Rogers, upon which occasion he was taken for a tour of the harbour and water-
front, and the improvement planned explained to him on the ground. The total
spent in these entertainments was $493.52.

FRUIT MARKET.

The question of the provision of a modern fruit market for the purpose of
accommodating the increasing fruit trade of the city was Tevived during 1913, and a
special committee of council under the chairmanship of controller Thos. Foster was
formed to consider the matter and make a report. Your board was requested to act
with this committee as were also representatives of the board of trade. The com-

TORONTO HARBOUR COMMISSIONERS 275

SESSIONAL PAPER No. 21

mittee inspected the present fruit market at the foot of Yoiige street, and at, a
meeting held later your board was requested to undertake the preparation of a report
accompanied by plans suggesting a suitable market for Toronto. In order to secure
the information necessary for such plans and work, the chief engineer and secretary
visited several American cities and studied market conditions in these places. The
report and plans were then prepared and submitted to your board preliminary to
their submission to the joint committee, but the press of civic business followed by
the municipal elections interfered with the holding of another meeting, and with
the election of a new council the matter was allowed to drop. The plans and report
are, however, ready for submission to the city at any time they may request.

TRANSPORTATION.

On October 14, your board instructed the engineer and myself to consult with
commissioner Home Smith and prepare plans for the development and use of the new
waterfront to be provided following the construction of the viaduct and for a proper
railway service to the property to be reclaimed by the commissioners. This was done,
and on November 26 of the same year a plan was presented to the commissioners
showing a transportation system by means of which radial railways from various
points outside of Toronto could be brought into the waterfront to a central station
in the neighbourhood of Bay street. The plan was approved by the board and was
submitted to the board of control on the same day accompanied by a letter explaining
it. The board of control referred the plan to a committee of engineers consisting of
the works commissioners for the city, the chief engineer of the Provincial Hydro-
Electric commission and the chief engineer of the Toronto harbour commission
for the purpose of securing a report. The matter is still waiting, consideration by
this board.

FINANCES.

Following the adoption of the plans for the improvement of the harbour and
waterfront and the undertaking by the Government to carry out under the auspices
of its Public Works Department a large portion of the work, vour board was faced
with the necessity of carrying out the dredging operations which were planned to be
proceeded with co-incidentally with the breakwater construction undertaken by the
Government. Tenders were called for for the purpose of awarding the contract for
this work, and the contract was finally awarded to the Canadian Stewart Company
whose price of 19| cents per cubic yard was the lowest of five tenders.

In order to be in a position to enter into such a contract it was felt that it
would be wise to arrange for sufficient finances to cover at least one year's operation,
and it was decided to make an issue of debentures to the amount of $1,500,000. For
this purpose the debentures were printed in denominations of $1,000 currency and its
equivalent in sterling, and both principal and interest were guaranteed by the city, the
bonds being for forty years and bearing interest at 4 J per cent. At the request of the
city treasury board these bonds were not offered for sale in the English market but
efforts to sell them were confined to the American market, this being done in order
that there might be no conflict between the harbour bonds and several large blocks
of city bonds which were then being offered for sale in England. This resulted in
securing a slightly lower price than could otherwise have been secured, and the
price was also effected by the extreme stringency of the money market at that time,
September, 1913. The entire issue was sold to Messrs. Wm. A. Read and Company, of
New York city, the price realized being 89^ with accrued interest, the sale netting the
commissioners $1,342,500, and the accrued interest up to the date of the delivery of the
last block of bonds amounted to $18,214.34. As the largest portion of this money
would not be needed until the work was well under way arrangements were made
with the Toronto General Trusts Corporation and the National Trust Company, under

21—181

276 MARINE AND FISHERIES

5 GEORGE V., A. 1915

which almost the entire amount received from the sale of bonds was placed with
these companies for investment on their guaranteed plan. Under this plan the com-
panies used the money for investment only in certain prescribed securities paying
interest to the commissioners for the use of it at 5 per cent per annum, and guar-
anteeing the return of the principal by a certain date. In this way the commissioners
were assured of sufficient capital to commence operations, and at the same time were at
but little loss by reason of having the money lying idle in the bank.

The net revenue for the year exclusive of receipts from the sale of debentures,
insurance payments and other items balanced by contra accounts amounted to $68,679,
of which sum $56,384.46 was received in rentals, $8,593.24 in harbour dues, $2,513.50
from the public dock, $615.75 bank interest, and $572.05, being interest on debentures on
deposit with the Bank of Toronto. This revenue shows an increase of $12,222.79 over
the revenue of 1912, the greater portion of this amounting to $8,763.42, being an
increase in rentals received.

The expenditures on revenue account during the year amounted to $27,264.61,
leaving a balance of $40,819.59.

During the years 1912 and 1913 various expenditures on capital account were
made out of revenue as no provision has been made for finances to meet the capital
expenditures. A careful account was kept of all such expenditures. And upon the
sale of the first issue of bonds the amount of $70,847.40 was transferred from capital
to revenue accounts to repair the deficiency thus created. It was very necessary that
the revenue account should be carefully safeguarded as of necessity during the first
two or three years of operation very heavy capital expenditures will have to be met
before any large revenue can be looked for, and the interest of the bonds issued for the
purpose of meeting these capital expenditures will have to be met out of the revenue
account.

The expenditure on capital account during the year 1913 amounted to $149,821.42,
details of which are given in the report of the chief engineer.

INSURANCE.

When considering the civic estimates for the year 1913, the board of control asked
the harbour commissioners to take over the city's hydraulic dredges Nos. 1 and 2, and
also a small clam shell dredge, and to undertake the operation and maintenance of the
same. The commissioners agreed, and the vessels were added to the plant owned
by your board. This resulted in an increase in the value of the property to be covered
by insurance, upon the expiration of the old policy on November 17, the total amount of
property being increased from $196,604 for 1912 to $301,094 for 1913, and the pre-
miums on the above increased from $2,791.77 to $4,275.53.

STAFF.

The work of the entire staff in my department during the year was most satis-
factory, and where all the service was rendered cheerfully and with enthusiasm it would
be invidious to single out any individual member for special mention. I may only
say that the entire staff has been most loyal in looking after the interests of your board,
and that the work in all branches is now in a most satisfactory state. I would like also
to take this opportunity on behalf of the staff and myself of offering to your board our
appreciation of the kindly manner in which our efforts have been received by you,
and the substantial way in which we have been rewarded.

The financial statement for the year prepared by the accounting department is
attached hereto together with the certificate from the auditors.

All of which is respectfully submitted.

ALEX. C. LEWIS,

Secretary.

TORONTO HARBOUR COMMISSIONERS 277

SESSIONAL PAPER No. 21

Financial Statements.

Receipts.

Cash on hand January 1, 1913 $ 38 42

Eents received 56,384 46

Harbour dues . 8,593 24

Wharfage dues (Public Dock) 1,918 70

Insurance returns (Toronto Ferry Dock fire) 1,500 00

Interest on deposits 615 75

Interest on debentures (with Bank of Toronto) . . . . 572 05

Debenture loan 960,000 00

Accrued interest on debenture loan 8,202 03

Contractor's deposits on contract 197,500 00

Interest on contractors' deposits 665 60

Suspense cash from 1912 '80 14

$1,236,070 39
Expenditures.

Investments (short period) $ 650,000 00

Insurance "Wharf Properties, etc 2,931 99

Dredging (contract) . . . 643 09

Bulkhead foot of York Street 272 73

Bulkhead between Ferry Dock and Inlands 818 87

Bulkhead between Jacques Dock and Ferry 478 74

Lights, Beacons and Buoys 1,021 51

Travelling Expenses 3,169 11

General Office Expenses 5,424 07

Life-saving Station 2,851 32

Filling water lots Bathurst Street 240 45

Launch House erection 597 35

Automobile No. 1 (Maintenance) . . . . 1,243 36

(Overhauling) .... 569 39

(Insurance) 187 25

Automobile No. 2 (Capital) 3,100 00

Badial Bailway Terminals 42 04

Motor Boat No. 1 (Maintenance) 560 00

(Capital) 500 00

Motor Boat No. 2 (Maintenance) 225 05

Motor Boat No. 4 (Capital) 1,300 00

Orange Peel Bucket Dredge 2,678 50

Hydraulic Dredge No. 1 7,405 33

Hydraulic Dredge No. 2 . . : 11,607 42

Hydraulic Dredge No. 3 17,422 08

Engineering Equipment 52 16

Debenture Issue Expenses 1,277 50

Parkdale Canoe Club Cribs 416 84

Hydrographic Survey 474 70

Precise Levels (Bench Marks') 812 20

Grade Separation 79 40

Waterfront Survey 1.554 51

Waterfront Development 43,425 44

Toronto Ferry Dock, Centre Island .... 2,357 61

278

MARINE AND FISHERIES

5 GEORGE V., A. 1915

Toronto- Ferry Dock foot of Bay Street. . 6,696 70

Designing Department 10,6*84 86

Survey Department 14,644 03

Dredging Account 11 06

Ward's Island Dock Repairs 2'3 60

Plant Account 41 03

South of Harbor Square Docks 34 15

Inland Dock Line 220 84

Advertising and Publicity 3,752 34

Queen's Wharf Maintenance 208 62

Public Dock Maintenance 173 12

Foundation Tests 522 87 *

Filling Water Lots Central 57 68

Toronto Harbor Industrial District, Filling 1,190 45
Toronto Harbour Industrial District,

Maintenance 157 37

Borings 1,821 96

Miscellaneous Docks $ 68 9.')

Lakeside Home Dock 7 55

Property Survey 4,787 47

Tool House Harbor Square 6 18

Public Dock Repairs and Scales 1,527 09

Canadian Lake Line Dock 749 83

Office Furniture 388 40

Dredge Superintendent's Office, Furniture 21 46

Accounts Receivable 1,133 00

Drafting Department 22,401 55

Dominion Bank 198,165 60

Bank of Toronto 98,95'3 35

Debenture Loan Discount 100,800 00

Interest on Overdrafts 1,187 80

Loan by Bank of Toronto (1912) 4,437 47

Cash on hand December 31, 1913 115 31

■By amount carried over from 1912 and

proportioned to charges in 1913. . . .

Furniture Trans

Less Credits

Less of Deprec. of Furniture

$1,241,272 75 $

QS 95

,$ 5,163 71

568 85

$ 4,594 86

68 95

538 55 $

5,202 36

$1,236,070 39

Waterfront Development.

To Capital Expenditure of 1912 carried

over to 1913 and transf $ 37,423 42

Less amount proportioned over works . . 5,163 71

-$ 32,259 71

TORONTO HARBOUR COMMISSIONERS 279

SESSIONAL PAPER No. 21

To Expenditures for Year 1913 —

Dredging Contract 643 09

Debenture Discount 2,520 00

Automobile No. 1 (Maintenance) 1,243 36

(Overhauling) 569 39

(Insurance) 187 25

Waterfront Development No. 1 43,425 44

Travelling Expenses 3,169 11

Filling Water Lots Bathurst Street .... 240 45

Drafting Department 21,794 32

Borings 1,821 96

Foundation Tests 522 87

Radial Railway Terminals 42 04

Orange Peel Bucket Dredge 2,678 50

Hydraulic Dredge No. 1 7,405 33

Hydraulic Dredge No. 2 . ; 11,607 42

Hydraulic Dredge No. 3 17,422 0B

Grade Separation 79 40

Debenture Issue- Expenses 1277 50

Parkdale Canoe Club Cribs. . 416 84

Hydrographic Survey 474 70

Waterfront Survey 1,554 51

Precise Levels (Bench Marks) 812 20

Designing Department 10,617 86

Survey Department 14,509 43

Motor Boat No. 2 (Maintenance) 225 05

Advertising and Publicity 3,752 34

Toronto Harbor Industrial District. . . . 1,947 82

Property Survey 4,787 47

Insurance Account 398 84

Engineering Equipment 34 76

Entertainmeift Account '803 80

Survey and Drafting Equipment. $ 1,145 67

Property Transferred 5,000 00

Furniture Transferred 20 25

Balance to Waterfront Development,

Dec. 31, 1913 183,078 92

,244 84 $189,244 84

General Balance Sheet., December, 31, 1913.

Properties $8,741,75229

Office Furniture 3,400 68

Survey and Drafting Equipment 1,145 67"

Investments . : 665,000 00

Accounts Receivable 2,'894 55

Rents Receivable 4,136 00

Plant Account 165,234 60

Bank of Toronto 98,958 35

Dominion Bank 198,165 60

Cash on Hand 115 31

Rental? Accrued 3,485 67

280

MARINE AND FISHERIES

Debenture Loan Discount

Waterfront Development Cap

Contractors' Deposits and Interest. .

Debenture Loan

Suspense Payments

Depreciation of Furniture

Insurance (Toronto Ferry Fire) . .
Accrued Interest for Debentures . .

Income and Expenditures

Property No. 1 (Old Harbor Board)
Property No. 2 (City of Toronto) . .
Plant Account (City of Toronto) . .

98,280 00
183,078 92

5 GEORGE V., A. 1915

& 198,165 60

960,000 00

1,230 94

1,838 55

1,500 00

8,202 03

105,287 32

472,340 00

•8,262,584 00

154,500 00

$10,165,648 44 $10,165,648 44

T. Graydon, Accountant.

We beg to report that we have maintained a running audit of the books and
accounts for the past year, and certify that the statements attached are correct, and
are in accordance with the books of the Commissioners.

The insurance policies and receipt from the bank for securities held by them
have been examined and are in order. /

S. BRUCE HARMAN,

SYDNEY H. JONES,

1st April, 1914. Auditors.

Plant Account.

Hydraulic Dredge No. 1 $ 20,000 00

Hydraulic Dredge No. 2 55,000 00

Hydraulic Dredge No. 3 75,000 00

Orange Peel Bucket ('Clam) 1,500 00

Scow No. 1 500 00 ■

Scow No. 2 • . . 500 00

Scow No. 3 1,000 00

Scow No. 4 250 00

Motor Boat No. 1 2,860 00

Motor Boat No. 2 ' 750 00

Motor Boat No. 3 215 00

Motor Boat No. 4 1,300 00

Automobile No. 1 3,000 00

Automobile No. 2 3,100 00

Tools, etc., at Harbor Square Tool House 259 60

$165,234 60
Investments.

Debentures held by the Bank of Toronto —

City of Toronto $ 5,000 00

Canada Permanent Mortgage Corp 10,000 00

Guaranteed Investments (Short Period) —

National Trust Co. Limited 250,000 00

Toronto General Trust Corp 400,000 00

$665,000 00

BELLEVILLE HARBOUR COMMISSIONERS 281

SESSIONAL PAPER No. 21

BELLEVILLE HAKBOUR COMMISSION.

Belleville, Ont., March 11, 1914.

The Deputy Minister of Marine and Fisheries,
Ottawa, Ont.
Sir, — Enclosed please find statement of the harbour commissioners; also state-
ment of the sinking fund, and harbour master's report. Trusting you will find the
same in order,

I am, sir, your obedient servant,

B. L. HYMAN,

Chairman.

Statement of Harbour Commissioners.
1913.

June 18. — To balance in bank, December 9,

1912. . . . '„ $451 93

" 18.— To harbour dues 440 20

July 11.— " " 426 93

Aug. 12.— " " 184 26

Sept. 11.— " " 229 90

Oct. 10.— " " . 307 63

. Nov. 10.— " " 346 01

Dec. 29.— " " 93 70

2,480.56
1912.

Dec. 13.— By Auditor's fees $5 00

1913.

April 14. — By Commissioner's expenses to Ot-
tawa 38 00

May 8. — " Secretary's salary 50 00

Sept. 3.— " Livery bill 3 00

Oct. 1. — " Coupon interest on debentures . . 600 00
Dec. 29. — " Harbour Master's salary (13

months) 650 00

Nov. 19.— " Sinking fund 645 19

Dec. 31 — " Balance in bank, as per book .... 489 37

$2,480 56 $2,480 56

Statement of Sinking Fund to November 30, 1913.

To credit of Sinking Fund in bank, as per

statement rendered December 9, 1912... $4,137 36
1913.

May 31.— Interest 61 35

Nov. 19.— Deposit 645 19

" 30.— Interest 63 70

$4,907 60
The above is a correct statement of the Sinking Fund to November 30, 1913.

B. L. HYMAN,

Chairman.

282 MARINE AND FISHERIES

5 GEORGE V., A. 1915
Harbour Master's Statement.
Imports —

16,671 tons of coal $ 1,667 10

76,000 feet of lumber 3 80

940 tons merchandise 94 00

. $1,764 90

Exports —

881 barrels of oil $26 43

1,524 tons of merchandise 152 40

1,050 tons of cheese 105 00

283 83

$2,048 73
Disbursements . 20 10

Deposited to the credit, Harbour Commissioners $2,028 63

All of which is respectfully submitted,

I have the honour to be, sir
Your obedient servant,

GEO. DULMAGE,

Harbour Master.

PORT WARDENS 283

SESSIONAL PAPER No. 21

APPENDIX NO. 14.

POET WARDENS' REPORTS FOR THE YEAR ENDING DECEMBER 31, 1913.
Report of the Annapolis Royal Port Warden.

Annapolis Royal, December 23, 1913.

To the Minister of Marine and Fisheries,
Ottawa.

Sir, — I beg leave to submit to you my report for the past year in connection with
my office as port warden of the port of Annapolis Royal. I have not been called upon
during the past year to perform any duty in connection with my office. I have, there-
fore, no receipts to account for, nor any expenditures to make mention of.

Respectfully submitted,

JOSEPH J. MELANSON,

Port Warden for the Port of Annapolis Royal.

Report of the Port Warden of the Port of 'Chatham.

Chatham, N.B., March 13, 1914.
The Honourable,

The Minister of Marine and Fisheries,
Ottawa.

Dear Sir, — I have the honour to enclose herewith copy of report of only survey
held by me at the port of Miramichi during the season of 1913.

Navigation opened in April and closed in December, and while the number of
vessels arriving was considerably above the average, the season was remarkably free
from accident.

Yours respectfully,

M. A. GOGGIN,

Port Warden at Chatham, N.B.

284 MARINE AND FISHERIES

5 GEORGE V., A. 1915

Report of the Port Warden of the Port of Louisberg, N.S.

Louisburg, C.B., December 31, 1913.

The Deputy Minister of Marine and Fisheries,

Ottawa, Ont.

Sir, — I beg: to submit the following report as port warden for the port of Lomis-

burg, N.S., for the year ending December 31, 1913. —

Jan. 10. — SS. Elevyn, survey on ship ashore $8 00

" 27. — SS. Evelyn, -" ship condemned 8 00

" 22. — SS. Maskinonge, plates dented by ice 8 00

Feb. 12. — SS. Strathtay, certificate of seaworthiness 8 00

Mar. 4. — SS. Knutsford, survey on ship plates damaged 8 00

5. — SS. Knutsford, " after repairs 8 00

July 15. — SS. Karmoe, survey after collision 8 00

Aug. 13. — SS. G-lenaen, " ship's bow damaged 8 00

" 15. — SS. Glenaen, " after repairs 8 00

Sept. 30. — Sch. John Halifax, survey on deckload 8 00

Dec. 15. — SS. Imperial Transport, survey, rivets leaking, ship strained. 8 00

17. — SS. Imperial Transport, " after repairs 8 00

" 11. — Sch. Bravo, survey ship ashore 8 00

" 18. — Sch. Bravo, " ship going to slip 8 00

$112 00

Yours faithfully,

DONALD J. MATHESON,

Port Warden.

Report of the Port Warden at Halifax, N.S.

Halifax, N.S., January 2, 1914.

The Deputy Minister of Marine and Fisheries,
Ottawa, Canada.

Sir, — I have the honour to submit my report for the year ending December 31,
1913, accompanied by a statement, in duplicate, of the receipts and expenditures
during that period.

Surveys have been held on thirteen steamers and four schooners, which arrived
at this fort in a damaged condition during the year.

The necessary repairs were made to the vessels and those of them bound to other
ports, proceeded to their destination, where they have safely arrived.

During the year ending December 31, 1913, there has been shipped from the port
of Halifax, to the port of Liverpool, G.B., 647,134 bushels of wheat, 212,971 bushels
of flax.

No live stock has been shipped from Halifax during the year 1913.

Receipts and Expenditures of the port warden at Halifax, N.S., from January 1, 1913,

to December 31, 1913.

Dr.

Cr.

To amount received as fees

'$ cts.
2,736 14

By paid assistants and office ex-
penses

!i Amount to port warden

$ «ts.

1,435 36
1,300 78

2,736 14

PORT WARDENS 285

SESSIONAL PAPER No. 21

I hereby certify that the above is a true and correct statement of the receipts
and expenditures of the port warden at Halifax, N.S., from January 1, 1913, to
December 31, 1913.

NEIL HALL,

Port Warden.

Keport of Moncton,.N.B., Port Warden.

Moncton, N.B., January 7, 1914.
T© the Honourable,

The Minister of Marine and Fisheries.

Sir, — In pursuance of the provisions of section 899, chapter 113 of the Canadian
Shipping Act, I beg to submit my annual return for the year 1913 as port warden
for the port of Moncton, N.B.

I beg to report that I have not been called in my official capacity during the year
past, no casualties have occurred, or disputes of any kind arisen in the Port of
Moncton.

Navigation closed December 27, 1913.

Receipts of office — nil.

I have the honour to be, sir,
Your obedient servant,

E. C. BACON,

Port Warden.

Report of the Port Warden at Montreal.

Montreal, Que., January 7, 1914.
Honourable John D. Hazen,

Minister of Marine and Fisheries,
Ottawa, Ont.

Sir, — I have the honour by direction of the council of this board and in compli-
ance with section 31 of the Act governing the port warden' office, 45 Vic, chap. 45, to
transmit herewith documents as follows : —

1. Port warden's annual report for the year 1913.

2. Audited statement of receipts and expenditures of the port warden's office for
the year ending December 31, 1913.

3. Statement of investments of port warden's surplus funds.

I have the honour to be, sir,
Your obedient servant,

GEO. HADRILL,

Secretary.

286 MARINE AND FISHERIES

5 GEORGE V., A. 1915
Report of Port Warden at Montreal.

Montreal, December 31, 1913.

To the President and Council of the Montreal Board of Trade.

Gentlemen, — I have the honour to submit the annual report of the business of
the port warden's office, with statement of exports, receipts and expenditure for ^the
year 1913.

On Thursday, 10th April, 1913, the river was clear of ice as far as visible from
Longue Pointe. The Richelieu and Ontario Companies' ferry steamers Longueuil, and
Boucherville arrived in port.

Monday, 14th April, the ss. Wacousta, with cargo of coal from Sydney, C.B.,
arrived at Quebec.

Tuesday, 15th April, river was reported clear of ice from Montreal to Quebec.

Thursday, 17th April, gulf and river steamers arrive in port.

Saturday, 19th April, 8 p.m. ss. Wacousta arrived, first steamship from sea.

Monday, 21st April, the ss. Solcoto, the first foreign going steamship arrived.

Wednesday, 23rd April, the canals opened for traffic, when the general business
of the port commenced.

The first steamship to enter the gulf of St. Lawrence by the strait of Belle Isle
was the Thomson liner ss. Devona, which passed Point Amour inward at 8.30 a.m. or
the 26th June.

The use of the strait of Belle Isle this season was not so universal or regular
as in former years, owing to the uncertainty of the condition, (frequent reports having
been received of numerous icebergs and fog prevailing in the straits).

During the season of 1912 the regular sailings of the liners were interfered with
by the London Dock strikes, a number of the steamships being tied up in dock with
their cargoes on board, this season the same thing has occurred, but not to the same
extent, owing to the Duiblie Dock strikes.

The only serious accident I have to report this season between Quebec and this
port, is the grounding of the ss. Mount Temple off Maisonneuve, on 24th September;
she was lightened and floated on 26th September, and having discharged all cargo,
was put on the floating ship dock where temporary repairs were made, after which she
reloaded and proceeded on her voyage.

The construction works in connection with the floating ship dock at Maisonneuve
and the shipbuilding slips are progressing rapidly, and they will soon be in position
to make permanent repairs on vessels of the largest tonnage.

The season of navigation closed on 29th November with the departure for sea of
the ss. Ruthenia at 9 a.m. and the ss. Morwenna at 2.15 p.m., four days earlier than the
close, of the season of navigation for 1912.

A total of 478 foreign going steamships reported at this office this season, with a
tonnage of 2,033,752 tons, against 415 vessels and 1,790,518 tons last season, an increase
of 63 vessels and 243,234 tons.

The business to the lower ports this season consisted of : entered 349 vessels of
all classes, with a tonnage of 647,903 tons, against 327 vessels and 617,236 tons, an
increase of 22 vessels and 30,667 tons over last season.

Clearances of vessels loaded for the lower ports this season were 100 vessels of all
classes, with a tonnage of 75,873 tons, against 104 vessels of 82,331 tons, a decrease
of 4 vessels and 6,458 tons from last season.

The shipments of various kinds for the past season manifested and reported at
this office are as per attached statements.

All of which is respectfully submitted.

ARCHIBALD REID,

Port Warden.

PORT WARDENS

287

SESSIONAL PAPER No. 21

Comparative Statement of Shipments 1912 and 1913 as per manifests reported at the

Port Warden's Office.

Description.

Wheat bush.

Buckwheat , . . s

Peas . . ii

Barley n

Oats ii

Corn ii

Flaxseed ..

Rye -

Total increase for the year 1913

Flour and meal brls.

Ashes ii

Apples it

Cheese boxes

Butter pkgs,

Boxmeats

Lard

Pulp.

Paper

Sundries

Hay

Oilcake

Minerals

Dried grains

Lumber ft.

Cattle

Horses and mules

Sheep

tons.

head

1913.

33,707,331

5,208

22,732

5,188,228

7,325,713

50,820

7,929,115

210,804

54,439,951

1,915,587

336

222,814

1,577,013

1,728

162,278

702,276

6,521

13,367

138,455

18,067

19,546

24,644

873

97,890,047

514

231

269

1912.

30,652,672

19,813
1,217,548
6,565,138

69,066
126,313

38,650,550

1,761,727
415

328,788

1,722,950

19b; 601

700,645

6,645

22,636

121,723

39,698

25,609

16,099

732

101,400,889

6,473

481

178

Increase
1913.

3,054, 659

5,208

2,919

3,970.680

760,575

50,820

7,860,049

84,491

15,789,401

153,860

Decrease
1913.

1,631

16 732

8,545
141

118

79
105,974
145,937

28,323

124

9,270

21,631
6,063

3,510,842

5,959

250

Statement of Oversea or Foreign-going Vessels.

Description.

1913.

No. Tons.
478 2,033,752

1912.

Steamers

No.
415

Tons.
1,790,518

Increase of 63 vessels and 243,234 tons.

Statement of Lower Port Arrivals.

Description.

1913.

1912.

Steamers

No.

302
47

Tons.

643,536
4,367

No.

291
36

Tons.
613,826

Sailing vessels

3,410

349

647,903

327

617,236

Increase of 22 vessels and 30,667 tons.

288

MARINE AND FISHERIES

5 GEORGE V., A. 1915

Clearances for Lower Ports.

Description.

1913.

1912.

No.

81
19

Tons.

74,058
1,815

No.

84
20

Tons.
80,438

1,893

Decrease of 4 vessels and 6,458 tons.

Revenue, 1912

100

75,873

104

82,331
$9,864 24

9,711 98

152 26

PORT WARDENS

289

SESSIONAL PAPER No. 21

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MARINE AND FISHERIES

5 GEORGE V., A. 1915

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PORT WARDENS 291

SESSIONAL PAPER No. 21

REPORT OF THE PORT WARDEN OF THE PORT OF NANAIMO, B.C.

Nanaimo, B.C., January 2, 1914.
Alexander Johnston, Esq.,

Deputy Minister of Marine and Fisheries,

Ottawa.
Sir, — I have the honour to submit my report of collections made as port warden
for the port of Nanaimo, and Departure bay during the past year.

Total amount collected for surveys on vessels $27 00

By amount paid for assistance 6 00

Balance $21 00

I am, sir, your obedient servant,

J. S. KNAKSTON,

Port Warden.

REPORT OF THE PORT WARDEN AT NORTH SYDNEY, N.s.

Alexander Johnston, Esq.,

Deputy Minister of Marine and Fisheries,

Ottawa.
Sir, — I herewith present my annual report.

sea worth y certificates.

SS. tiargasso, Waimate, Serrano,, Cardovia, Grenada, Lena, Aldcrshot, McElwin,
Santaren, Lorland, Labaj schooners Maple Leaf and Carmalee.
Total amount, $116.

Yours respectfully,

W. II. KELLY,

Port Warden.

REPORT OF THE PORT WARDEN OF PORT HAWKESBURY.

Port Hawkesbury, January 2, 1914.

A. Johnston, Esq.,

Deputy Minister of Marine and Fisheries,
Ottawa.
Sir, — I have the honour to submit my annual report of the doings of this office
with a statement of the fees collected by me and also the attendant expenses during:
the past year.

I have the honour to be, sir,

Your obedient servant.

NICHOLAS MARTIN.

2i— m

292 MARINE AND FISHERIES

5 GEORGE V., A. 1915

1 survey on steamer Golden City $18 00

1 surveys on schooner Roseway 39 00

1 survey on s:hooner Maud Carter 5 00

1 " " Una 5 00

1 " •« Blake 18 00

1 " " Albert A. Young 18 00

$103 00

Paid J. J. Hennesey, master mariner $27 00

John Langley, master shipwright 17 00

" Edward Dorley, master shipwright 5 00

$ 49 00

Balance 54 00

$103 00

Amount reverting to port warden, $54.

I hereby certify the above to be correct to the best of my knowledge and
belief.

NICHOLAS MARTIN,

Port Warden.

REPORT OF THE PORT WARDEN OF PRINCE EDWARD ISLAND.

Charlottetown, P.E.I., April 14, 1914.
A. Johnston, Esq.,

Deputy Minister of Marine and Fisheries,

Ottawa.
Sir, — I beg to present you the report of the port warden for Prince Edward Island
for the year ending December 31, 1913.

Kindly excuse the crude way I make out this report, for I hardly know what the
department requires.

To survey on damaged iron, September 9 $ 3 00

" " " " ' dry goods, September 14 1 50

" " " " repairs, November 21 , 4 00

" " " " bulkheads, October 1 : 4 00

$12 50
I am, sir,

Your obedient servant,

GEORGE H. HOLBROOK,

Port Warden.

REPORT OF THE QUEBEC PORT WARDEN.

Quebec, December 30, 1913.
A. Johnston, Esq.,

Deputy Minister of Marine and Fisheries,

Ottawa.
Sir,— As requested by the thirtieth section of the port warden's rules, I beg respect-
fully to submit the following annual statement of the business transacted in this
office, during the year ending December 31, 1913.

PORT WARDENS 293

SESSIONAL PAPER No. 21

Forty-seven steamers were surveyed for clearance outwards, after taking part
cargo on board at this port, having previously shipped part cargo of grain and other
goods at Montreal.

Ninety steamers were surveyed, their hatches opened and cargoes examined, on
their arrival from sea. Three steamers and one yacht were surveyed on account of
collision damage.

Five steamers and two steam barges were surveyed on account of grounding and
stranding in the river St. Lawrence, below and above Quebec.

Two steamers were surveyed and value estimated for general average purposes.

Four steamers and one steam barge were surveyed for sundry damage.

Nine surveys were held on damaged goods.

The receipts and disbursements of this office are as follows : —

Receipts $1,34110

Expenses 284 00

$ 1,057 10

With much respect, I remain,
Your obedient servant,

ALEX. RUSSELL,

Port Warden.

REPORT OF THE PORT WARDEN OF THE PORT OF ST. ANDREWS, N.(B.

St. Andrews, N.B., January 12, 1914.

A. Johnston, Esq.,

Deputy Minister of Marine and Fisheries,

Ottawa.
Sir, — I beg to submit my annual report of the work performed by me during the
past year, ending December 31, 1913, in the capacity of port warden for the year.

April 4, surveyed hatches schooner Anne C. Were, Captain A. P. Ward, from Bos-
ton, wfth cargo of fertilizer. Found hatches properly caulked, battened, and cargo in
good order under hatches.

April 4, surveyed hatches, schooner Suella, from Boston, Captain Scott, master.
The cargo was fertilizers. I found hatches properly secured and cargo in good order
under hatches.

Fees collected, $5.

I am, sir,

Your obedient servant,

JOHN WREN,

Port Warden.

PORT WARDEN'S REPORT OF SYDNEY, N.S., INTERNATIONAL PIER.

International Pier, January 9, 1914.
A. Johnston, Esq.,

Deputy Minister, Marine and Fisheries,
Ottawa.
Dear Sir, — I herewith beg to hand you my report for the year ending December
31, 1913. I have the honour to remain,

Your obedient servant,

NELSON H. TOWNSEND.
Per J. Mc.

294

MARINE AND FISHERIES

5 GEORGE V., A. 1915

Date.

1913.

April 26.

., 30.
May 3.

•. 13.

■i 14.

M 19.

i. 23.

.. 27.

June 2.

6.
ii 10.
ii 13
M 17.
„ 17.
., 17.
,. 19.
„ 23.
ii 23.
m 26.
26.

July

Sept

8.
•■ 10.
„ 16.
,. 19
., 22.
ii 29
■i 29.
Aug. 1

8.
.. 13.
„ 14.
,. 16.
1, 18.
„ 25.
„ 28.
,, 28.
29.

15.
17.
19.
23.
23.
4.
10.
14
17.
20
20
21.
21
23
24.
24.
27.
31.
31 .

Oct.

Vessel's Name.

Corunna •

Nevada

Brynhild

Prince Rupert

Fairnead ,

Tokoto

Hormount

Glenmount

Corunna

Mountsfield

Lincluden

Benguela

Malmstad

Prince Rupert

Nevada

Almeriana

Arcidaca Thefano

Bonlama

Navigator

Thormount

Corunna

Glenmount

Lingfield

Herman Weidel Jarlsberg .

Malmanger

Myrtle Holme

Prince Rupert

Corunna

Bjongvin

Thormount

Nevada

Glenmount

Trold

Hildswell

Corunna

Newton Hall

Prince Rupert

Almeriana

Vinland ....

Kadona

Guernsey . .

Kinmount

Glenmount

Fairmount

Nevada

Westmount

Eir

Prince Rupert

Corunna

Stormount

Bender

Glenmount.

Nevada

Tbyra Menier

Astarte

Gi indon Hall

Dwina

Jommerstad

Georgia B. Jenkins

Corunna

Knutsford

Putney Bridge

Thormount

Port Colburne ,

Karamea

Registered
Tonnage.

792

744
1,843
1,172
1,432
1,969
1,230
1,246

792
1,547
2,455
3,533
2,51*9
1,172

744
1,829
2,268
1,624

797
1,230

792
1,246
2,614
1,941*

858
1,600
1,172

792
1,785
1,230

744
1,246
2,036
1,610

792
2,678
1,172
1,824

662
2,308
2,808
1,597
1,246
1,383

744
1,175
2,448
1,172

792
1,230
2,820
1,246

744

794

717
2,365

691
2,508

398

792
2,489
2,147
1,230
1,305
3,553

Amount of
Fees.

cts.

8 00
8 00
8 00
8 00
8 00
8 00
8 00
8 00
8 00
8 00
8 00
8 00
8 00
8 00
8 00
8 00
8 00
8 00
8 00
8 00
00
00
00
0"
00
8 00
8 00
8 00
8 00
8 00
8 00
8 00
8 00
8 00
8 00
8 00
8 00
8 00
8 00
8 00
8 00
8 00
8 00
8 00
8 00
8 00
8 0(»
8 00
8 00
8 00
8 00
8 00
8 00
8 00
8 00
8 00
8 00
8 00
8 00
8 00
8 00
8 00
8 00
8 00
8 00

PORT WARDENS

295

SESSIONAL PAPER No. 21

1!»13.

Nov.

Dec.

it;.
it;

18.

6.
18.
29.

Benguela

Queen Wilhelmim

Nevada

Prince Rupert . .

Nor

Bnatland

Berni

Margerete Gelpck

Tyr

Kvvarra

Registered
Tonnage.

Amount of
Fees.

3,533
2,30G

744
1,172

878
1,473
2,787
1,073
1.442
2,303

116,025

cts.

8 00
8 00
8 00
8 00
8 00
8 00
8 00
8 00
8 00
8 00

600 00

REPORT OF THE PORT WARDEN OF VICTORIA AND ESQUIMALT, B.C.

Victoria, B.C., January 5, 1914.
A. Johnston, Esq.,

Deputy Minister of Marine and Fisheries,

Ottawa.
Sir, — I have the honour of submitting herewith my report as port warden for
the ports of Victoria and Esquimalt, B.C., for the year ending December 31, 1913.

Amount of fees received for surveys on hatches and cargoes of vessels, $432.50.
I have the honour to be, sir,

Y<mr obedient servant,

CHAS. E. CLARKE,

Tori Warden.

REPORT OF THE PORT WARDEN, YARMOUTH, N.S.

A. Johnston, Esq.,

Deputy Minister of Marine and Fisheries.
Ottawa.

Sir, — I have the honour to submit my annual report for the year ending Decem-
ber 31, 1913.

1013.

Jan.

13..

Mar.

29..

April
May

6..

26..

31..

7..

June

4..

Aug.

30..

Sept.

10..

Dec.

24 .

To survey tugboat Qertmdc M

.i 2 surveys Yarmouth harbour.

m schooner Aynoj G. Donho, leaking, 2 surveys

ti Norwegian ship Frew stranded lower harbour

.. total loss ship Freio on Fundy Point, Yarmouth

ii SS. Boston stranded Kelley Cove

ii SS. Gerald Turnhull stranded on Gannet rock dry ledge and was total loss. .

ii SS. Boston struck on passage from Boston to Yarmouth

.1 SS. Yarmouth stranded Point Digby Gut from St. John, N.B

it Norwegian bark Poposo struck foul ground, Sallows rock, Yarmouth har-
bour, 2 surveys

$ cts.

5 00
17 50
16 00

12 00

13 00
13 00
25 00
10 00
25 00

16 00

152 50

am, sir,

Your obedient servant,

R. W. FERGUSON,

Port Warden.

296

MARINE AND FISHERIES

5 GEORGE V., A. 1915

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PILOTAGE AUTHORITIES

297

SESSIONAL PAPER No. 21

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990
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298

MARINE AXP FISHERIES

5 GEORGE V., A. 1915
ANNUAi, KEPORTS OF PILOTAGE AUTHORITIES FOR THE YEAR 1913.

Office of the General Superintendent of Pilotage for Canada,

Ottawa, May 1, 1914.
A. Johnston., Esq.,

Deputy Minister of Marine and Fisheries,
Ottawa.
Sir, — I have the honour to forward herewith the annual reports of the different
Pilotage Authorities throughout the Dominion, which have been forwarded to the
department in accordance with section 441 of chapter 113, of the Revised Statutes of
Canada, 1906, for the year 1913.

I regret to have to report the position of superintendent of pilots of the Mont-
real Pilotage District has been made vacant by the death of Captain James J. Riley on
January 8 last, after a very short illness.

I am, sir, your obedient servant,

H. St. G. LINDSAY,

Acting General Superintendent.

report of the pilotagk commissioners of the pilotage district of baie vertk and

port elgin, n.b.

PILOTAGE COMMISSIONERS.

Names.

Jacob Allen

Ignatius Murphy. .

Louis Gould

Wm. Farquh arson

When Appointed.

O. C. June 25, 1901.
O. C. „ 15, 1912.
O. C. ., 15, 1912.
O. C. ., 15, 1912.

The rates of pilotage for the time being in force in this district are : Steamers, §2 per foot inward, §2
per foot outward ; sailing vessels, $1.50 per foot inward, SI. 50 per foot outward.

NAMES OF PILOTS AMD EARNINGS.

Names.

Age.

Amount earned.

Amount paid tc
Pilots.

Jacob E. Allen

48
42

252 00
252 00

$ cte.
239 40

239 40

•

504 00

478 80

No white flag ships licensed dtu-ing the year.

PILOTAGE AUTHORITIES

299

SESSIONAL PAPER No. 21

STATEMENT OF VESSELS WHICH PAID PILOTAGE FEES FOR THE YEAR.

No.

Nationality.

Tonnage.

Amount paid.

British steam vessels .
British sailing vessels .
Foreign steam vessels .

1,212

516

2,683

$ Cts.

325 00

1
2

53 00
126 00

Receipts-
Pilotage dues

$504 00

Expenditure-
Expenses— boats

*lO0 00

No. 1
No. 2

Pilotage Boats

Navigation opened on April 15, and closed January 1, 1914.
Cape Tormentine, N.B., January 15, 1914.

Cost of
Maintenance.

$ cts.

50 00
50 00

WM. FARQUHARSON.

Secretary.

REPORT OF THE PILOTAGE COMMISSIONERS OF THE DISTRICT OF BATHURST, N\l$.
PILOTAGE COMMISSIONERS.

Name.

When appointed.

Henry White iO. C. Sept. 20, 1904.

Thomas Canty O. C. Aug. 30, 1907.

John J. S. Hashey O. C. May 16, 1903.

The rates of pilotage for the time being in force in this district are as follows : —

SAILING VESSELS.

Inwards : To the forks of the channel $1 20 per foot

ii above said forks. 1 40 n

Outwards : From below the forks 80 ..

ii above the forks 1 00 n

STEAMERS.

In addition to the rates paid by sailing vessels, steamers shall pay one cent per registered or net ton,
inwards or outwards ; but shall not be required to pay the additional fee both ways.

The fees for moving a vessel, whether sail or steam, shall be as follows : —

From the ballast ground to loading berth, outside bar $4 00

From one loading berth to another 4 00

300

MARINE AND FISHERIES

5 GEORGE V., A. 1915

NAMES OF PILOTS AND EARNINGS.

Name.

Earnings.

$ cts .
190 89

D. R. Ronalds

190 89

Peter Roy

69 39

451 17

Statement of Vessels which paid Pilotage during the year.

Nationality,

4 British steam
5 1 n sailing
7 Foreign steam

-essels, 2 tugs and 2 dredges.

Tonnage.

1,569
4,905

Amount
paid.

$ cts.

58 61
132 60
259 76

450 97

RECEIPTS AND EXPENDITURE.

Receipts.

$ cts.

Ex [>enditures

-s cts .

Received pilotage as per statement. . . .

451 17
451 17

Paid for inspection of boats

3 00

Paid pilots

425 67

Paid commissioners and secretary

22 56
451 23

Pilotage boats— No. 1, No. 2 and No. 3, besides having motor power have sails.
Navigation opened April 26, and closed December 17, 1913.

Bathurst, N.B.,

March 10, 1914.

JOSEPH HENDERSON,

Secretary.

PILOTAGE AUTHORITIES 301

SESSIONAL PAPER No. 21

REPORT OF THE PILOTAGE COMMISSIONERS OF THE PILOTAGE DISTRICT OF BRAS D'OR LAKES, N.S.

PILOTAGE COMMISSIONERS.

Names.

Captain Daniel McRae.

Donald H. McRae

George Hallifield

When Appointed.

O. C. August 31, 190G.
O. C. August 31, 1906.
O. C. August 31, 1906.

The rates of pilotage in force in this district are as follows : —

Scale of Pilotage Fees for the Pilotage District embracing the ports, harbours and
bays in Bras d'Or Lakes in the Great and Little Bras d'Or belonging to the
County of Victoria.

Tonnage.

Big Bras
d'Or

Port
Devis.

St. Ann's.

Little
N arrows.

Grand
Narrows
to boun-
dary

line of
District .

Bad deck.

120—200

200-250

250—300

$ cts.

5 00

6 00

7 00

8 00

9 00
11 00

11 00

12 00

13 00

14 00

15 00

16 00
18 00
21 00

$ cts.

7 00

8 00

9 00
12 00
12 00
14 00

14 00

15 00

16 00

17 00

18 00

19 00
21 00
24 00

$ cts .

7 00

8 00

9 00
12 00
12 00
14 00

14 00

15 00

16 00

17 00

18 00

19 00
21 00
24 00

$ cts.

11 00
14 00

16 00

17 00

18 00

19 00
19 00

19 00

20 00

21 00

22 00

23 00

24 00
26 00

$ cts.

12 50
14 50

16 50

17 00

18 00

19 50

20 00

21 00

22 00

23 00

24 00

25 50
27 50

$ cts.

8 00

11 00

12 00

300-350

350—400

400—450

450—500 '

5'i0-600

12 00

13 00
15 00

15 00

16 00

600—700

700—800

800—900

900—1,000

17 00

18 <0

19 00

20 00

1,000—1,500

22 00

1,500-2,000

25 00

NAMES AND AGES OF PILOTS.

No.

Name.

Archie Livingstone.
Daniel Campbell. . .

George McKay

William Carey

jlngraham Carey. . . .
Nicholas Murphy. . .
0. S. McNeil

When
appointed.

1894
1894
1894
1895
1897
1909
1913

Age.

6n
50
60
62
44
53
44

Navigation opened in April, 1913, closed February 11, 1914.

Baddeck, N.S.,

March 18, 1914.

GEORGE HALLIFIELD,

Secretary.

302 MARINE AND FISHERIES

5 GEORGE V., A. 1915
REPORT OF THE PILOTAGE COM M ISSIONERS OF THE PILOTAGE DISTRICT OF BUCTOUCHE, N.B.

PILOT COMMISSIONERS.

Names.

When appointed.

Changes.

John C. Ross

R. H. Foley

James McNairn

D. T. Landry

0. C. April 28, 1877

0. C. ,. 28,1877

O. 0. „ 28,1877....
0. C. July 2, 18S7

Died Sept., 1913.

NAMES OF PILOTS AND AGES.

Names.

Joseph Crossman

John Mooney

PetPr A. Smith . .

Ages.

39
47

When appointed.

1898
1907
1907

VESSELS WHICH PAID PILOTAGE DURING THE YEAR.

No.

Nationality.

Tonnage.

Amount paid.

30 00

Foreign vessel . .

350

35 00

65 00

Pilotage fees are charged as per section 12 of rules and regulations for this district,
viz.: one dollar and fifty cents per foot draught of water, both inward and outward
bound.

No other compulsory charge in respect to pilotage. When a vessel is taken by pilot
over the reef from anchorage ground outside the bar, the charge is five dollars ; but
this is not compulsory.

Buctouche, N.B.

N. J. ROSS,

Secretary.

PI LOTA (; i: WTHORITIES 303

SESSIONAL PAPER No. 21

REPORT OF THE PILOTAGE COMMISSIONERS OF THE PILOTAGE DISTRICT OF CARAQUET, N.B.

PILOTAGE COMMISSIONERS.

Names. When appointed.

C.Hubbard |0. O. Nov. 11, 188L

Geo. La Richie O. C. April 6, 1903.

H. Dugnay O. C. June 29, 1910.

Charles L. Robichaud O. C. June 20, 1910.

Peter J. Viott O. C. July 7, 1913.

The rates of pilotage for the time being in force in this district are : one dollar
and twenty & nts a foot inwards, one dollar a foot outwards.

NAMES OF PILOTS, ETC.

Name.

Appointed.

Age.

Earnings.

Alex. J. Wilson

1897

$ cts.
00 60

L. Gauvin

M. LeBouthillier

6 00

....

Edward LeBouthillier '

Joseph E. LeBouthillier

Pier re E. Bouthillier

James Lantegne

Joseph Chiasson ...

GO GO

VESSELS WHICH PAID PILOTAGE DURING YEAR.

Number.

British sailing vessels .
Foreign steam vessel . .
Foreign sailing vessels

Nationality.

Tonnage.

225

1,501

719

RECEIPTS AND EXPENDITURES.

Receipts —

L. Gain in. $1 00

Theotime Le Bouthillier 1 00

Charles Vibert 1 00

A. J. Wilson 1 00

James Lantegne 1 00

Joseph Chiasson 1 00

Expenditures -

Stationery and expenses -SO 00

JS6 00

$6 00

Na\ igation opened May 1 and closed December 15, 1913.
Caraquet, KB., February 2, 1914.

C. HUBBARD,

Secretary.

304

MARINE AND FISHERIES

5 GEORGE V., A. 1915

REPORT OF THE PILOTAGE COMMISSIONERS OF THE PILOTAGE DISTRICT OF CHARLOTTE

COUNTY, N.B.

PILOTAGE COMMISSIONERS.

Samuel Johnson.
Jesse Duston
R. H. Keay

Names.

When appointed.

0. C. April 2. 1874.
O. C. June 8, 1901.
O. C. February 19, 1907

Joseph Boyd, the only pilot here, earned .$200 during the year

There were eleven foreign sailing vessels paid pilotage amounting to .$200 during the year.

Navigation is open the whole year round.

St. Andrews, Charlotte County, KB., April 16, 1914.

R. H. KEAY,

Secretary.

REPORT OF THE PILOTAGE COMMISSIONERS OF THE PILOTAGE DISTRICT OF HALIFAX, N.S.

PILOTAGE COMMISSIONERS.

Names.

When Appointed.

M. C. Grant

J. J. Bremner

O. C. 20 June, 1892.

O. C. 19 March, 1883.

Appointed by Chamber of Commerce, 27 July, 1904.

Neil Hall

J. E. De Wolf

26 November, 1908.
City Council, 16 May, 1908.

F.G.Rudolph

O. C. 1 October, 1909.

The rates of pilotage at present in force in this district are

Inward.

Outward.

Free .
$ 9 60
13 20
16 80
19 20
21 60

Free.

$ 6 00

n of 200-300

8 40

300-400

10 80

ii 400-5U0 .

12 00

n 500-600

13 20

Vessels of 600 tons and over, sixty cents for every 100 tons additional, or fraction
thereof, inwards, and thirty cents outwards.

Outward pilotage for all vessels of 200 tons and upwards, compulsory.

PILOTAGE AUTHORITIES

305

SESSIONAL PAPER No. 21

NAMES OF PILOTS AND EARNINGS.

No.

Boat No. 2—

James G. Renner.
Lamont Power . . .

L. Hayes

Edward Renner. .

John Hayes

James Spears ...
William White...
Thomas Hayes . .
Frank Mackey . . .

Names.

Boat No. 1—

Frank Thomas. . . .
Bernard Brackett .
William Hayes . . .
Wallace Bracket. .
John Holland..
William Gorman .
Charles F. Martin
Thomas Reyno
Henry Latter ...

When
appointed.

1898
1905
1898
1911
1905
1898
1890
1881
1890

1911
1911
1905
1911

1875
1882
1884
1884
1898

Age. ■ Eai-nings.

36
31
3*
27
31
40
45
52
43

25
34

2< ;
62
56
54

cts.

20,499 20

21.381 15

NAMES OF APPRENTICE PILOTS AND EARNINGS.

Names.

When
appointed.

Age. Earnings.

W. Latter

1912
1"12
1912
1912

C Hanrahan

John Brown

Walter White

23 $392.00

STATEMENT OF VESSELS WHICH PAID PILOTAGE FEES FOR THE YEAR.

No.

931
60

87
13

Nationality.

British steam vessels . .
British sailing vessels
Foreign steam vessels
Foreign sailing vessels

Tonnage .

2,013,496

20,525

261,232

3,304

Amount paid.

cts.

39,665 85

1,215 90

4,875 50

207 30

45,964 55

STATEMENT OF PENSION OR RELIEF FUND.

Dominion Savings Bank $ 10,328 23

Dominion bank stock .- 9,212 36

Deposit receipts 18,214 75

Royal bank of Canada (current account) 430 70

38,186 04

21—20

306

MARINE AND FISHERIES

5 GEORGE V., A. 1915

RECEIPTS AND EXPENDITURES.

R&H ipt>

Balance, Jan. 1st, 1913 $ 1,687 35

Pilotage fees 44,540 30

Outward pilotage 1,424 25

Commission 168 78

Expenditures —

Paid Pilots §41,880 35

ii Superannuation 1,420 96

.. Expenses 664 06

h Apprentices 392 00

ii Auditor 50 00

•i Secretary 999 96

Balance, Dec. 31, 1913 2,413 35

47,820 68

The pilot boats are maintained by the pilots.
Navigation is open the year round.

47,820 68

Halifax, N.S.,

February 9, 1914.

J. W. ORICHTON,

Secretary.

REPORT OF THE PILOTAGE COMMISSIONERS OF THE PILOTAGE DISTRICT OF HARVEY AND AT.MA.X.H.

COMMISSIONERS.

Names.

M. C. Anderson .
Rainsford Butland
I? a Copp

When appointed.

O. C. June 29, 1901.
O. C. March 16, 1912.
O. C. March 16, 1912.

The Rates of Pilotage for the time being in force in this district, are as follows :

Port of Harvey inwards, one cent per registered ton .
Port of Harvey outwards, one and one-half cents per registered ton.
Port of Alma inwards, one and one-half cents per registered ton.
Port of Alma outwards, one and three-quarter cents per registered ton.

No.

Names of Pilots

When appointed.

Captain Arthur Edgett.

David Alexander

Captain Medford Dixon

April 8, 1913
April 8, 1913
April 8, 1913

There are no apprentices in this district.

No white flag ships were licensed during the year.

Age.

52
32

Amount
earned .

S cts.

314 62
210 96

277 11

802 69

PILOTAGE AUTHORITIES

307

SESSIONAL PAPER No. 21

Statement of vessels which paid pilotage during the year.

British steam vessels .
foreign steam vessels
Foreign sailing vessels .

Pilotage boats and statement of cost.-

Bertha

No. 1 boat

No. 2 .,

Navigation opened March 15 and closed January 15, 1913.

New Horton, N.B.,
January 7, 1914.

10,955

14,453

1,211

cts.

290 97

430 72

81 00

802 69

.$50 00
. 30 00
. 25 00

M. C. ANDERSON,

Secretary.

REPORT OF THE PILOTAGE COMMISSIONERS OF THE PILOTAGE DISTRICT OF LOUISBOl RG, N.S.

PILOTAGE COMMISSIONERS.

Name.

When Appointed.

O. C. Sept. 10, 1898.

W. W. Lewis. .

Michael Pope

John Dickson

O. C. Feb. 25, 1907.
O. C. Sept. 26, 1908.

O. C. May 28, 1911.

The Rates of Pilotage Dues in force in this District are as follows

Inward.

Outward.

On sail and

steam

ship of 80 tons tc
120 1.
200 ..
300 ,.
400 „
500 ,.
700 „

1,000 „

1,500 ..

2,000 ..

2,500 .,

t 120

200.

300

$ 4 00

6 00

7 00

8 00

10 00

11 00
13 00

15 00

16 00
18 00
22 00

8 3 00

4 00

5 00

400

6 00

500. .

8 00

700

1.000

9 00
11 00

1,500 ,

2,000

12 00
14 00

2,500.

3,000

16 00

18 00

21— 20£

308

MARINE AND FISHERIES

5 GEORGE V., A. 1915

NAMES OF PILOTS AND EARNINGS.

No.

Name.

Pierce Pope

Thomas Wilcox. .

John Power

J. E. Tutty

W. H. Townsend
Wm. Williams .

Lewis Tutty

John Kelly

When Appointed.

May 7, 1912.

ii 7, 1913.

., 7, 1912.

ii 7, 1913. .

.. 7, 1913. .

ii 7, 1912.

ii 7, 1913.
Mar. 1, 1913.

Age.

41
50
53
54
68
45
44
52

Amount
Earned.

$ 593 50
593 50
593 50
593 50
593 50
593 50
593 50
593 50

4,748 00

There are no apprentices in this district.
No white flag ships were licensed in the year.

STATEMENT OF VESSELS WHICH PAID PILOTAGE DURING THE YEAR.

No.

117
11

28
2

158

Nationality.

British steam vessels. ,
ii sailing vessels.

Foreign steam vessels.
ii sailing vessels

Tonnage.

227,338

2,855

62,467

575

Amount
Paid.

S cts.

4,157 70

114 20

1,050 98

30 00

5,352 88

Receipts.

British steam vessels . .

.1 sailing vessels . .
Foreign steam vessels . .

it sailing vessels . .

Docking ships

Taking orders to ships .
Detained on quarantine
Coast piloting

$ cts.

4,157 70

114 20

1,050 98

30 00

96 00

40 00

30 00

i25 00

5,643 88

Expenditures.

Commission and stationery

Other bills to maintain service
Paid pilots

cts.

206 32

689 56

4,748 00

5,643 88

There are seven pilot boats ready for use.
Navigation is open all the year round.

Louisbukc, C.B., December 31, 1913.

THOMAS TOWNSEND,

Secretary.

PILOTAGE AUTHORITIES

309

SESSIONAL PAPER No. 21

REPORT OF THE PILOTAGE COMMISSIONERS OF THE PILOTAGE DISTRICT OF MIX AS BASIN AND

AVONPORT, N.S.

PILOTAGE COMMISSIONERS.

Captain Stephen Smith . . .

Captain R. Lawrence

Brenton Borden

Capt. William McCullough

When appointed.

O. C. April 9, 1007.
O. C. Feb. 26, 1010.
O. C. April 9, 1007.
O. C. April 24, 1912.

The rates of pilotage for the time being in force in tin's district are, as follows.

Inward. Outward.

Canadian vessels of 120 tons and under Free. Free.

From the pilot boat anchored in the Basin of Minas to Walton

and anywhere between Walton and Tenecape, to Cheverie,

to Summerville, to Avondale, to Miller's Creek, to Went-

worth, to Windsor, to Hantsport, to Avonport, to Horton

Landing, to Woltville, to Port William, to Picket Wharf,

to Canning, to anchorage below or above Horton Bluff

Light, on vessels under sail, barges in tow or steamers—

( )n vessels over 120 tons and under 200 tons $ 9 00 $ 6 00

200 i, 300 13 20' 8 40

300 ., 400 16 80 10 80

400 n 500 19 20 12 00

500 M 600 21 60 13 20

Over 600 tons, inward, an additional three cents tor every ton over 600 tons ; outward",

an additional two cents for every ton over 600 tons.
From the pilot boat anchored in Minas Basin to Pereaux, to

Kingsport and Mill Creek —

Inward. Outward.

On vessels of 120 tons and under Free. Free.

On vessels under sail, barges in tow or steamers —

Over 120 tons and under 200 tons $ 8 00 S o 00

-.200 „ 300 11 00 7 00

ii 300 „ 400 14 00 9 00

.. 400 „ 500 16 00 10 00

ii 500 „ - 600 18 00 11 0)

Over 600 tons, inwards, an additional two cents for every ton above 600 tons ; out-
wards, an additional two cents for every ton above 600 tons.

There are no apprentices in this district.

No white flaf ships were licensed during the year.

Navigation opened in April and is still open.

Janaury 13, 1914.

BRENTON BORDEN,

Secretary.

310

MARINE AND FISHERIES

5 GEORGE V., A. 1915

REPORT OF PILOTAGE COMMISSIONERS FOR THE DISTRICT OF MIRAMICHT, NORTHUMBERLAND

COUNTY, N.B.

PILOTAGE COMMISSIONERS.

John C. Miller

Win. B. Snowball

Ernest Hutchison

Allan Ritchie

John P. Burchill

Byron N. Call, secretary..

When apjxnnted.

O. C. April 12, 1893.

12, 1893.

12, 1893.
0. C. March 7, 1913.
O. C. Jan. 13, 1904.

The rates of pilotage for the time being in force in this district, including, the
amounts and description of all charges upon shipping made in respect of pilotage ape
as follows :—

When inward bound, $2.25 per foot, and in addition to the above for all vessels
propelled wholly or in part by steam, 2 cents per registered ton.

When outward bound, $2 per foot, and in addition to the above for all vessels
propelled wholly or in part by steam, 2 cents per registered ton.

For the removal and mooring of vessels of over 300 tons, $4, and where the dis-
tance of removal exceeds four miles, 50 per cent additional on the above rate.

Kemoval within a distance of one mile is not compulsory, but when pilots are
requested to perform this service. the charge is $4.

Steam tug boats towing one or more barges with cargo, inward, may depart out-
ward after having paid full pilotage for the tug and barges inward, without paying
any outward pilotage, except on the tug.

Compulsory pilotage on all vessels over 119 registered tons.

NAMES OF PILOTS AND EARNINGS.'

No. | Namt

2 Louis Jimmo

7 Maxime Martin

10 Alexander Wilson

11 Robert J. Walls

22 William Walls, sr

27 James Nowlan

29 George Sutton

30 James A. Nowlan

32 Joseph Jimmo

33 James McCallum

35 John Martin

36 Asa Walls

37 William Walls, jr

38 John Nowlan

41 Michael J. Jimmo

42 George M. Nolan

44 George Savoy

When appointed.

May
July

July

Jan.

April

June

May

June

Nov.

Mar.

29, 1875....
10, 1869 . .
10, 1871....
12, 1870....

20, 1875....
28, 1877
28, 1878....
28, 1878....
28, 1879....
•28, 1880....
28, 1880....
23, 1880....

20, 1882. ..

21, 1872 ...

1, 1899....

2, 1899.. .
10, 1871

Age.

59
68
67

02
59
G2
62
58
5s
69
54
54

5i ;

57
4(1
57

Amount
earned.

8 cts .

815 13
815 13
815 13
815 13
815 13
815 13
815 13
815 13
815 13
815 13
815 13
815 13
815 14
815 14
797 85
803 85
811 85

Amount
paid to.

S cts.

645 11
675 09
675 09
709 55
675 09
675 09
645 10
645 10
645 10
615 10
645 09
675 08
675 09
675 09
770 81
776 81
784 81

13,825 39 11,638 20

There are no apprentice pilots in this district.
No white flag ships were licensed during the year.

PILOTAGE AUTHORITIES

311

SESSIONAL PAPER No. 21

STATEMENT OF VESSELS WHICH PAID PILOTAGE FEES FOR THE YEAR.

No.

45
18
34

121

British steam vessels . .

H sailing vessels..
Foreign steam vessels . ,

n sailing vessels.

Nationality.

Tonnage.

82,321
6,526

63,371
9,120

Amount
paid.

S cts .

6,406 64
1,040 46
5,035 39
1,242 90

150,338 13,725 39

Receipt:

RECEIPTS AND EXPENDITURES.

Expenditures.

Inward pilotage S 6,259 25

Outward ., 7,136 14

Removals 330 00

Robert J. Walls, pavment as pilot

master ' 100 00

Printing pilot forms and bill heads S

Francis Martin's share in pilot schooners.

Telephone, rental and tolls

Rent pilotr;' office, one year to Apr. 1914.

Miramichi Steam Moving Co., fares

Sundries, pilots' office

Hoise-hiie, pilots to and from vessels. .
Repairs to and fitting out Schr. Princess

Louise

Repairs and fitting out Schr. Senator

Snowball

Wages and provisions, Schr. Princess

Louise

Wages and provisions, Schr. Senator

Snowball

Secretary-Treasurer, postage and tolls. .
M commission on

§13,825.39 at 3 p.c

Paid 14 pilots $9,305.77 and 3 pilots

§2,332.43

$13,825. 39

$ 8 76

127 58

25 10

24 00

11 00

6 29

2 00

222 73

589 85

311 54

439 43
3 90

414 76

11,638 20

S13,825 39

Pilotage Boats.

Statement of cost of Maintenance.

Amount.

Princess Louise ...

Senator Snowball

Wages, provisions, fitting out and repairs

Paid bv three pilots independent of club

•S cts.

534 27

1,029 28

Mabel

1,563 55

Navigation opened April 15 and closed December 12, 1913.

BYEON N. CALL,

Dated at Newcastle, N.B., December 16, 1913.

Secretary.

312 MARINE AND FISHERIES

5 GEORGE V., A. 1915

REPORT OF MONTREAL PILOTAGE.

The Pilotage Office at Montreal, January 12, 1914.

Alexander Johnston, Esq.,

Deputy Minister, Marine and Fisheries Department,
Ottawa, Ont.

Sir, — I have the honour to report on the working of the Montreal pilotage for the
year, 1913.

The offices in Montreal are situated on the waterfront, at No. 209 Commissioners
street; Captain James J. Riley is the superintendent, Mr. J. Omer Michaud is the
assistant, Mr. F. X. Chadillon is the messenger, and Mr. Chs. Perreault is the night
guardian; Mr. C. Lafresniere was guardian on the Sundays that the canal was open.

The offices in Montreal are open during the whole of the year, but the night guar-
dian is only employed and paid for the season of navigation.

The offices in Quebec are on Dalhousie street, opposite the office of the Quebec pilots
and the boatman's landing.

Mr. F. J. Boulay had charge of the Quebec office, and was assisted by Mr.
Leandre Frenette and Mr. Prudent Beaudet, who acts as night guardian.

The Quebec office is only open during the season of navigation; the night guar-
dian goes off duty and pay at the close of navigation.

At the close of last year, the number of pilots on the active service list was (50)
fifty, but this year, Appendix List No. 1 shows (51) fifty-one which is explained as
follows : —

"Branch Pilot Barthelemi Arcand (No. 18) was suspended on the 28th May, 1913,
the vacancy was filled by Apprentice Pilot J. A. Mayrand being promoted to branch
pilot on the IGth September, 1913, so the number of branch pilots remain at (50)
fifty."

Appendix No. 1 shows the names of the branch pilots, their age, place of residence,
date of branch, remarks, number of trips to and from Montreal, number of trips to and
from intermediate ports, total number of trips, earnings to Montreal, earnings to inter-
mediate ports, total earnings, how employed, whether on special service or on tour-de-
role.

The total amount shown as earned by the branch pilots during this year was
$106,955.38, but this amount does not include the money earned by the pilots for
moving vessels in the harbour.

The largest amount earned* during the season 1913 by any one branch pilot was
$3,079.93, and the smallest was $997.10, exclusive of money earned by moving vessels
in the harbour.

The number of branch pilots assigned to special service was (35) thirty-five. The
number of men on tour-de-role was (15) fifteen.

The amount earned by the (35) thirty -five special service men was $85,368.34, and
by the (15) fifteen tour-de-role men $21,587.04, an average of $2,439.10 for each
special service pilot, and $1,439.13 for each tour-de-role pilot, exclusive of money earned
by moving vessels in the harbour; but including the money earned by the tour-de-role
men for movages, their average is $1,615.47.

No account is taken of the money earned by the special service pilots for
movages, but it may be said to be $100 each.

Appendix No. 2 shows the earnings of the tour-de-ro^e pilots for the years 1912
and 1913.

The behaviour of the pilots has been generally good.

Appendix No. 3 shows the names of the selected apprentices, and a summary of
the work done by them.

PILOTAGE AUTHORITIES 313

SESSIONAL PAPER No. 21

Appendix No. 4 shows full list of apprentice pilots, with their ages, place of
residence, and date of license, the names with an asterisk before them are those of
the four selected apprentices.

The behaviour of these young men has been generally good.

Appendix No. 5 shows the names of the persons who are receiving pensions from
the Pilots Superannuation Fund, and the amount received by each, every three
months.

The Pilots Superannuation Fund is in the custody and under the control of
the Finance Department in Ottawa. This office remits to the Finance Department
all moneys received for account of the fund, and receipts for all moneys received
from the fund.

Appendix No. 6 shows the number and sort of vessels reported to this office
during 1912 and 1913; also gives the tonnage, total number of crews, and the num-
ber of inward passengers.

Appendix No. 7 shows the changes that have taken place in the list of pilots
from tKe time that the Department took over the governance of the pilotage up to
the present time.

Appendix No. 8 shows the tariff of rates for pilotage in this district, also copy of
Order in Council amending the tariff of sea-going vessels from $2.50 to $3 per foot,
of which a copy is attached to the Appendix No. 8.

The annual general meeting of the Montreal Pilots Association was held at
Deschambault, and the following named officers were elected for the year 1914:
Wilbrod Gauthier, president; Alberic Angers, vice-president; P. Arthur Arcand,
secretary; Albert Gagnon and Frenette J. Delavoie, members of committee.

All respectfuly submitted by

Your obedient servant,

J. O. MICHAUD,

Assistant to Superintendent of Pilots.

314

MARINE AND FISHERIES

5 GEORGE V., A. 1915

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PILOTAGE AUTHORITIES

315

SESSIONAL PAPER No. 21

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2,723 37
1,544 53

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MARIKE AXD FISHERIES

5 GEORGE V., A. 1915

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PILOTAGE AUTHORITIES

317

SESSIONAL PAPER No. 21

Appendix No. 2. — Montreal Pilotage Office.— Earning for each Tour-de-role Pilot

for the years 1912 and 1913.

Name of Pilot.

Labranche, Ferdinand

Dussault, Honore

Arcand, Barthelemi . . .
Toupin, Constant ... .
Belisle, Arthur.
Perrault, Anthyme . . .

Raymond, J. N

Paquin, E. A

Paquet, Damien

Gagnon, Albert

Angers, J. B

Perrault, David J . ...
Lachance, Napoleon. . .

Bouille, Henri

Rivard, F. X

May rand, Joseph A . . .

Total.

Total
Earnings
in 1912.

% cts.

923

8G3

1,019

935

943

1,263

1,336

1,037
1.224
i;319

82
22 !

60 !

1,122 48
75'

931

12,921 79

Pilotage

Earnings in

1913.

« cts.

1,524
997
154
1,378
1,379
1,544
1,941
1,602
1,600
1,438
1,464
1,859
1,439
1,541
1,375
314

21,587 04

05 l

53 J

15 !

81 I

89 i

Add for
Movings in

1913
Approxi-
mately.

9 cts.
145 00

20 00
185 00
185 00
540 00
380 00

95 00
115 00
170 00
140 00

75 00
160 00
170 00
130 00
135 00

2,645 00

Total

Earnings in

1913.

$ cts.

1,669 56
997 10
174 25

1.563 91

1.564 05
2,084 53
2,321 85
1,697 53
1,715 59
1,608 31
1,604 15
1,934 81
1,599 68
1,711 89
1,505 39

479 44

24,232 04

Montreal, December 31, 1913.

J. O. MICHAUD,

Assistant to Superintendent of Pilots.

318

MARINE AND FISHERIES

5 GEORGE V., A. 1915

Appendix No. 3.— Montreal Pilotage Office. — Selected Apprentice Pilots for and above
the Harbour of Quebec, — Summary of the work of the Selected Apprentice Pilots
for and above the Harbour of Quebec, showing the number of trips made with
Branch Pilots on Ocean Steamers during the year, 1913.

No.

Name .

Trips.

Joseph May rand. . . .

41
51
54

68
44

Branched, pro tern, from Sept. 16, 1913.

Jules Briere

Napoleon deVillers

Aehille Gosselin

Armand Marchand.

Promoted from September 16, 1913 .

Montreal, December 31, 1913.

J. 0. MICHAUD,

Assistant to Superintendent of Pilots.

Appendix No. 4. — Montreal Pilotage Office. — List of Apprentice Pilots. — For and above
the Harbour of Quebec, with particulars regarding them> Age, Residence, and
Date of License.

No.

Name of Apprentice.

Age.

Mayrand, Joseph A

Briere, Jules

deVillers, Napoleon..

Gosselin, Aehille

Marchand, Armand

Paquette, Donat

Lacroix, Edmond

Houde, Thomas

Marchand, Cyprien

Naud, Emilien

Perreault, Jos. Origene

Perron, Oscar

deVillers, Jos. Edmond. . . .

Beaudry, Erancois

Leveille, Horace

Gauthier, Andre

deVillers, Arthur

deLachevrotiere, C. Auguste
Halle, Alphonse

Residence .

31
27
27
28
27
29
28
27
27
27
27
26
26
23
22
21
23
23
20

Lachevrotiere (branched Sept. 16, 1913)

Portneuf , Que

Lotbiniere, Que

Deschambault, Que .•

Three- Rivers, Que

Grondines, Que

Contrecoeur, Que

St. Antoine de Tilly, Que

1563 St. Andre St., Montreal, Que. . .

Deschambault, Que .

553 Marie Anne St., Montreal, Que. . .

Deschambault, Que

St. Louis de Lotbiniere, Que

Ste. Anne de la Pelade, Que

Batiscah, Que

Deschambault, Que

St. Louis de Lotbiniere, Que

Lotbiniere, P.Q

195 Queen st., Quebec, Que

Date of
License.

Aug.
Dec.

Nov.
May
June
May

Sept.
May
Aug.
Oct.

16, 1S99
30, 1903
30, 1903
30, 1903
30, 1903
30, 1903
30, 1903
30, 1903
30, 1903

30, 1903
1, 1906

15, 1907

5, 1908

17, 1908
10, 1909

31, 1909
14, 1909

* Those with an asterisk before their names are the selected apprentices.

J. O. MICHAUD,

Assistant to Superintendent of Pilots.
Montreal. December 31, 1913.

PILOTAGE AUTHORITIES

319

SESSIONAL PAPER No. 21

Appendix No. 5. — List of Pensioners of the Montreal Decayed Pilots Fund. — Amount

payable each Quarter.

No. Name.

Amount .

Residence.

Widow David L. Bouille

$ eta .

29 33
32 00
37 33
37 33
32 00
32 00
32 00
37 33
37 33
29 33
37 33
37 33
37 33
32 00
37 33
37 33
37 33
37 S3
37 33

29 3 i
75 00
75 00
75 00
75 00
75 00
75 00
75 00
75 00
75 00
75 00
75 00
75 00

Deschambault, Que.

ii
369 St. Catherine St., K, Montreal.
77 Fabre st., Montreal.

2
3
4
5

ii Alexis Gauthier

ii Octave J. Hamelin ;...

m Adolphe Lise

H David Mathieu

ii Edouard Naud

189 Joliette st., Hochelaga, Montreal.
Deschambault, Que.

Elzear Bellisle

ii Zephirin Bouille

n Cyrille Belisle

178Selby ave., Westmount, Montreal.

Deschambault, Que.

40-3rd ave., Viauville, Montreal.

ii Joseph Pleau

Batiscan, Que.

12
13

M Nestor Arcand

.. Alfred Frenette

374-5th ave., Viauville, Montreal.
Portneuf, Que.

15
16

.1 C. Lyderic Bouille

ii G. Joseph Dussault ,

ii Celestin Brunet

ii L. A. Bouille

ThreeJ^ivers, Que.
Deschambault, Que.
1 Rouville St., Montreal.
Deschambault, Que.

18
19
20

.1 Joseph Chand on net

n Onesime Naud

Heirs of Josaphat Sauvageau, c/o Gustave

Picard, tutor

Dd. Pilot Jean Arcand

37 Eden St., Levis, Que.
Deschambault, Que.

1594 St. James st., Montreal.
Deschambault, Que.
Lotbiniere, Que.
Ste. Anne de la Perade, Que.

22
23

H Philippe Belanger

ii Louis Mayrand

24
25
26
27

ii Augustin Naud

ii Liboire Perreault

H Gedeon Groleau

ii Alfred St . Amant

St Marc des Carrieres, Que.

Grondines, Que.
Deschambault, Que.

Grondines, Que

28
29
30

.. Nere Bellisle

ii Narcisse Perreault

ii Ulric Groleau

ii Prudent Beaudet

ii Georges Dufresne

261 John st., Que.
Deschambault, Que.

Montreal, December 31, 1913.

J. O. MICHAUD,

Assistant to Superintendent of Pilots.

320

MARINE AND FISHERIES

5 GEORGE V., A. 1915

Appendix No. C. — Montreal Pilotage Office. — Statement showing the number and sort
of Vessels reported in this Office, total tonnage, total of crews, and number of
Passengers inward for seasons 1912 and 1913.

Sea-going vessels

Lake steamers .

Schooners

JbSarges, tugs, steam yachts, and dredge

Total tonnage of these vessels

The number of the masters and crews was
Number of passengers inward

There were also 274 lake steamers that came into the still waters of the harbour
without reporting at this office, aggregating 296,165 tons, and navigated by 5,203
persons.

J. O. MICHAUD,

Assistant to Superintendent of Pilots.

Montreal, December 31, 1913.

PILOTAGE AUTHORITIES

321

SESSIONAL PAPER No. 21

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322

MARINE AND FISHERIES

5 GEORGE V.f A. 1915

Appendix No. 8. — Montreal Pilotage Office. — By-law 44 of the By-laws of the Montreal

Pilotage District.

By-law JfJf. — From and after the coming into force of the present by-laws, the
following fees shall be payable for pilotage between the Harbours of Montreal and
Quebec and between the several places therein mentioned.

PILOTAGE RATES.

From Father Point to Quebec.

Per Foot.

Upwards.

Downwards.

$ c.

3 87

4 95
6 02
4 41

% c.
3 40

November 10th to November 19th

4 46

November 19th to March 1st

5 54

March 1st to May 1st

3 93

Montreal to Quebec.

From the harbour of Quebec to Portneuf and the opposite side of the river St.
Lawrence, or below Portneuf and above the harbour of Quebec :

For the pilotage of any vessel in tow, or propelled by steam (except as hereinafter
mentioned) for each foot of draught of water —

Upwards $ 0 50

Downwards 0 50

For the pilotage of any sea-going vessel propelled by steam, for each foot of
draught of water :

Upwards 0 62£

Downwards 0 62£

For the pilotage of any vessel under sail, for each foot of draught of water :

Upward? $ 1 05

Downward- , „ . 0 70

From the harbour of Quebec to Three Rivers and the opposite side of the~river
St. Lawrence, or any place above Portneuf and below Three Rivers :

For the pilotage of any vessel in tow or propelled by steam (except as hereinafter
mentioned), for each foot of draught of water:

Upwards $ 1 50

Downwards 1 50

Fqr the pilotage of any sea-going vessel propelled by steam, for each foot of
draught of water:

Upwards $ 1 75

Downwards 1 75

From Montreal to Three Rivers 1 75

From Three Rivers to Quebec 1 75

PILOTAGE AUTHORITIES 323

SESSIONAL PAPER No. 21

For the pilotage of any vessel under sail, for each foot of draught of water :

Upwards $ 2 60

Downwards 1 90

J. O. MICHAUD,

Assistant to Superintendent of Pilots.
Montreal, December 31, 1913.

At the Government House at Ottawa,

Saturday the 10th day of May, 1913.
Present: — His Excellency the Administrator in Council.
His Excellency the Administrator in Council is pleased to order as follows:

That portion of by-laws No. 45 of the by-laws of the Pilotage District of Mont-
real as approved by Order in Council of the 29th September, 1911, which reads :

For the pilotage of any sea-going vessel propelled by steam, for each foot of
draught of water: ,

Upwards $ 2 50

Downwards 2 50

is hereby amended to read as follows:

For the pilotage of any inland or coasting vessel propelled by steam, for each foot of
draught of water :

Upwards $ 2 50

Downwards 2 50

For the pilotage of any sea-going vessel propelled by steam, for each foot of
draught of water:

Upwards $ 3 00

Downwards 3 00

F. K. BENNETTS,

Asst. Clerk of the Privy Council.
The Honourable,

The Minister of Marine and Fisheries.

21— 21 £

324 MARINE AND FISHERIES

5 GEORGE V., A. 1915

REPORT OF THE PILOTAGE COMMISSIONERS OF THE PILOTAGE DISTRICT OF NANAIMO, B.C.
PILOTAGE COMMISSIONERS.

Names.

When appointed.

James S. Knaiston

Henry B. Shaw

Tully Boyce

IraE. Lowe

Wm. Bennett

James Crossan, Secretary.

0. C. 7 April, 1900.
0. C. 7 April, 1900.
O. C. 7 April, 1900.
O. C. 21 March, 1912.
O. C. 29 May, 1912.

The rates of pilotage in this district are:
One cent per registered ton, and $1 per foot draught.

Tow-boats, fishing vessels and small trading vessels are charged at a flat rate of
from $10 to $20 according to size.

carrying 2,000 tons and over are charged $20.
" under 2,000 tons and over 1,000 tons $15.

under 1,000 tons, are charged $10.

NAMES OF PILOTS, Etc.

Names.

When appointed.

Ages.

Amount Paid .

James Christensen ...

March, 1891

March, 1894 ... .
October, 1898. . . .
September, 1900 . .

August, 1903

April, 1907

October, 1907

72
53
47
61
49
53
43

$1,942 19

James Edward Butler

Wm. David Owen

1,942 19
1,942 19

1,942 19
1,942 19
1,942 19
1,942 19

5
6

Josiah Grose

John Galvin Foote

John Wm. Butler

There are no apprentice pilots in this district.
No white flag ships licensed during the year.

STATEMENT OF VESSELS WHICH PAID PILOTAGE DURING THE YEAR.

No.

Nationality.

Tonnage.

Amount Paid .

286

British steam vessels

263,983

108,287
43,386

$10,083 06

137

Foreign steam vessels

Scows and barges

4,621 19
1,667 18

16,371 43

PILOTAGE AUTHORITIES

325

SESSIONAL PAPER No. 21

Receipts.

British steamers

Foreign n

Scows and barges

RECEIPTS AND EXPENDITURES.

Expenditures.

$10,083 ©6 Victoria pilot station ex-

4,621 19 penses—

1,667 18 Boatman's wages ...... 450 00

Boat hire and supplies. . . . 265 15

Tel. and telephone 262 19

Miscellaneous expenses . . 151 80

Mileage books 100 00

Nanaimo pilot expenses —
Telegrams and tele-
phone .... 68 32

Buggy and boat hire. . . 290 25

Miscellaneous expenses. 83 50

Commission to collectors 166 45

Pilot Office expenses —
Secretary's salary and

caretaker 480 00

Office rent 264 00

Telephone, light and

fuel 67 05

Miscellaneous postage

and stationery 126 61

Paid to pilots, etc

16,371 43

1,229 14

608 52

937 66
13,596 11

$16,371 43

Name : Austin Harry, pilot boat ; wages, $450.
Navigation is always open.

Nanaimo, B.C., February 2, 1914.

JAMES CROSSAN,

Secretary.

REPORT OF THE PILOTAGE AUTHORITY OF THE PILOTAGE DISTRICT OF NEW WESTMINSTER, B.C.

Commissioners.

Nai

J. C. Armstrong . .
James B. Kennedy
Joseph Mayers

When Appointed.

Eebruary 6, 1904.
March 28, 1904.
October 18, 1909.

The rates of pilotage dues for the time being in force in this pilotage district
are as follows : $1 per foot draught, and 1 cent per ton on registered tonnage (net) .
No apprentice pilots for this district.
No white flag ships licensed during the year.

326

MARINE AND FISHERIES

5 GEORGE V., A. 1915

Vessels Which Paid Pilotage During Year.

Number.

Nationality.

Tonnage.

Amount Paid.

2
1

British steam vessels

H sailing vessels

6,520

2,483

11,627

2,047

$ 248 40
95 66

22
3

Foreign steam vessels

H sailing vessels

548 88
143 28

22,677

1,036 22

The only pilot of this authority is paid by the corporation of the city of New
Westminster, at the rate of $150 per month, and all fees collected for pilotage are
turned over by the Pilotage Authority to the city, except 10 per cent of same, to defray
the expenses of pilot and office.

Navigation is always open.

D. H. MaoGORRAN,

New Westminster, B.C., December 31, 1913.

Secretary.

report of the pilotage authority of the pilotage district of parrsboro, n.s.

Pilotage Commissioners.

Name.

James E. Pettie
Stephen R. De Wolfe
Edward Gillespie

When Appointed.

O.C. January 24, 1881.

do do

O.C. February 26, 1889.

The rates for the time being in force in this district are as follows : —

Inward pilotage rates, $1.25 to $2.50 per draught foot for sailing vessels, and 50
cents per foot draught additional for steamers.

Outward pilotage rates, $1.50 to $2.50 per draught foot for sailing vessels, and 50
cents per foot draught additional for steamers.

Pilotage is non-compulsory.

Name of Pilot.

When Appointed.

Age.

Earnings .

July 13, 1906

$ cts.
393 50

No apprentice pilots in this authority.

No white flag ships licensed during the year.

PILOTAGE AUTHORITIES

327

SESSIONAL PAPER No. 21

Vessels which paid pilotage fees during the year.

Nationality.

Tonnage.

Amount paid.

British steam vessels

11,442

$ cts.
393 50

Receipts. Expenditures.

$ cts. . $ cts.

Pilotage fees 393 50 Paid Pilot Anderson 365 97

ii secretary, for salary and contingen-
cies 27 53

383 50

393 50

This pilotage authority does not own any pilot boats.
Shipping started April 14, 1913, and closed December 30, 1913.

Parrsboro, N.S., December 31, 1913.

E. GILLESPIE,

Secretary.

REPORT OF THE PILOTAGE COMMISSIONERS OF THE PILOTAGE DISTRICT OF PICTOU, N.S.

Pilotage Commissioners.

Name.

Hector McKenzie. .
G. Adam Carson. . .

J. R. Davis

William McKenzie.
G. Adam Pringle. .

The rates of pilots' dues at this port are as follows : —

When Appointed.

O.C. October 19,1912

19, 1912

„ ' „ 19, 1912

Vessels of 80 to 140 tons .

140 to 200

200 to 300

300 to 400

400 to 500

500 to 600

600 to 700

700 to 800

800 to 900

900 to 1,000

Inwards.

Outwards.

$ 6 00

4 00

10 00

6 00

12 00

8 00

14 CO

9 00

15 00

10 00

16 00

ii no

17 00

12 00

18 00

13 00

19 00

14 00

20 00

15 00

Vessels of 1,000 tons and upwards, 2^ cents inwards, and 2 cents outwards on net
tonnage.

All vessels under 80 tons, $-4 inwards and $2 outwards.
Docking and moving vessels from anchorage in Harbour, $5.

328

MARINE AND FISHERIES

5 GEORGE V., A. 1915

Names of Pilots and Eaknings.

No.

Name.

Age.

Amount Paid.

Angus Smith

57
46
39

$ cts.
746 92

3
4

McGregor Fraser

Wm. Mcphesson

644 50

1,391 42

White Flag Ship Licensed during the Year.

Name.

Caspadeia, J. Hearn, master.

Amount Paid.

$ cts.
40 00

Statement of Vessels which Paid Pilotage Fees for the Year.

No.

Nationalty.

Tonnage.

Amount Paid.

British steam vessels

21,808

2,036

30,475

$ cts.
543 42

54 00

816 21

1,413 63

Navigation opened April 2, and closed November 28, 1913.

G. ADAM PKINGLE,

Secretary.

Pictou, N.S., January 20, 1914.

REPORT OF THE PILOTAGE COMMISSIONERS OF THE PILOTAGE DISTRICT OF PORT MEDWAY, N.S.

Pilotage Commissioners.

Edwin Morine.
J. F. Wolfe....
Chas. Kennedy.

When Appointed.

O. C. August 8, 1898.
O. C. April 2, 1910.
O. C. March 28, 1912.

PILOTAGE AUTHORITIES 329

SESSIONAL PAPER No. 21

The rates of pilotage for the time being in force in this district are, as follows : —

Inwards Outward

Vessels from 120 tons to 300 tons #6 00 $4 00

h 300 „ 400 .. 7 00 5 00

m 400 „ 600 .. i 9 00 6 00

., over 600 „ 12 00 8 00

Names of Pilots and Earnings.

Names.

When Appointed.

Amount corner).

Gilbert Parke

James Parke

February 25, 1907

March 9, 1909

$20 00
20 00

year

There are no apprentices in this district.

Two British steam' vessels of 3,802 tons paid pilotage amounting to $40 during the

Navigation is open the whole year round.
Port Medway, N.S., December 31, 1913.

E. MORINE,

Secretary.

REPORT OF THE PILOTAGE COMMISSIONERS OF THE DISTRICT OF PRINCE COUNTY, P.E.I.

Pilotage Commissioners.

Names.

James F. White.
JohnT. Profit...

When Appointed.

O. C. September 26, 1905.
O. C. August 25, 1905.

The rates of pilotage for the time being in force in the district are, as follows : —

Vessels of 100 tons and under 250 tons, per foot draught, inwards $1; outwards,
80c.

Vessels of 250 tons and upwards, per foot draft, inwards $1.50, outwards $1.

And on all vessels under 120 tons, accepting the services of a pilot, eight cents
per ton inwards and six cents per ton outwards.

Names of Pilots, Etc.

Names.

When Appointed*

Age.

William Smith

May 1, 1913

May 28, 1913

Charles Gallant

No white flag ships licensed during the year.

No account kept of vessels paying pilotage fees.

Navigation opened April 26, 1913, and closed December 13, 1913.

Alberton, P.E.I., January 6, 1914.

JAMAIS F. WHITE,

Chairman.

330 MARINE AND FISHERIES

5 GEORGE V., A. 1915
REPORT OF THE PILOTAGE AUTHORITY FOR THE DISTRICT OF PUGWASH, N.S.

Pilotage Commissioners.

When appointed.

Changes.

Elias King

Alfred G. King

Gordon McDonald

Charles Macfarlane

Peter McLeod

O.C. April 29, 1895

O.C. Sept. 20, 1904

O.C. April 24, 1911

O.C. April 22, 1913

O.C. April 22, 1913. . . .

Replaced William Colbourne.
ii E. A. Murray.

The rates of pilotage dues for the time being in force in this district including
the amounts and description of all charges upon shipping made in respect of
pilotage : —

ssels 80 and i

mder 140 tons

140

230 „

230

300 „

„ 300

400 „

400

500 n

500

600 ,.

600

700 ..

, 700

800 ,,

800

800 ..

900

1,000 „

Inwards.

twards.

$ 6 00

5 00

8 00

7 00

*10 00

9 00

14 00

12 00

16 00

14 00

17 00

15 00

18 00

16 00

19 00

17 00

20 90

18 00

21 00

19 00

Vessels over 1,000 tons shall pay 2% cents per ton inward; 2 cents outward on
additional tonnage.

Vessels under 80 tons accepting pilots shall pay 5 cents per ton inward and 4 cents
per ton outward.

Vessels over 1,000 tons register after entering the harbour and being safely
moored by a pilot, employing a pilot to be moved again to a loading berth dock or
wharf from her first moorings, shall pay to the pilot so employed the sum of $5.

Vessels under 1,000 tons and over 300 shall pay $3.

Names of Pilots.

When
appointed.

Age.

Earnings.

No. 1 Neil McKevor

1890
1891
1899
1903
1913

51
60
35
34
34

$219 42

ii 2 Clarence Reid

i, 3 A. E. Seaman

.. 4 Geo, Tuttle King

n 5 Frank Seaman

Frank Seamau for piloting schooners

Total earnings

219 42

219 42
10 00

$608 26

There are no apprentice pilots in this district.
No white flag ships were licensed during the year.

PILOTAGE AUTHORITIES

331

SESSIONAL PAPER No. 21

Statement of vessels which paid pilotage fees for the year.

Nationality .

Tonnage.

Amount
paifl.

3
2
1
1

British steam vessels

German steam vesseis

Norwegian steam vessel.

Swedish steam vessel

Danish steam vessel

5,921
3,552
1,785
1,599
2,105

8266 71

149 56

75 32

71 95

94 72

$658 26

Rcceipts-

Pilotage fees for steamers $658 26

it " schooners 10 00

Expenditures—
Paid pilots.

$668 26

S668 26

Number cr Name.

Statement of the Cost of Maintenance.

1 Nimrod

2 Venture.

S Ida

Pilots of this port have always maintained cost of boats them-
selves and paid all expenses of their boats.

4 Leader

5 Acadia

Navigation opened the average date, April 20, and closed November 25.

Dated at Pugwash, January 1, 1914.

ELIAS KING,

Secretary.

QUEBEC PILOTAGE DISTRICT.

Quebec, December 30, 1913.
Captain H. St. G. Lindsay,

General Super itendent of Pilotage,

Department of Marine and Fisheries,
Ottawa, Ontario.

Sir, — I respectfuly enclose a recapitulation of the pilotage of the branch pilots
for and below the harbour of Quebec, done during the season of navigation of the
year 1913.

Also a recapitulation of the trips done by the apprentice pilots for and below
the harbour of Quebec during the season of navigation of the same year.

Yours truly,

JOS. H. TALBOT,

Superintendent of Quebec Pilots.

332

MARINE AND FISHERIES

5 GEORGE V., A. 1915

Recapiti lation of the Pilotages of the branch Pilots for and below the Harbour of

Quebec.

Kay Baquet

C. A. Raymond

Victor Vezina

Jos. G. Dupil

Pierre Pepin

Isiode Noel

Alf. Larochelle

Theo. Corriveau. .

Elz. Godbout

Narcisse Lavoie. . . .

Jos. E. Oouillard

Louis A Royer

Onesinie Noel

Frs. X. Demeule. . . .
Louis H Lapierre. . .
J. E. Lachance. . . .
J. T. St. Laurent.. . .
J. Victor Gourdeau .

Ls. T. Delisle

J. B. Couillard

Adj. Baillargeon

Sam. Rioux

Chas. O. Clavet

Paul Lachance

A. Jouvin

Paul Lachance

Jos. Pouliot

Adj. Lachance

Frs. Gaudreau .

A rthur Kuenig

Eugene Anctil

David Dumas

Joseph Lachance

Alf. Pouliot

Elz. Normand . .

J. B. Bernier

Joseph Paquet

J. A. Lachance

Arth. Baillargeon. .
Joseph Vezina ... .
Herm. Guenard. . . .
John A. Irvine .

Fred. Bouff ard

Jules Asselin

Lucien Lachance . . .

Camille Bernier

Moise Blouin

Alf. Gaudreau

Alf. Raymond

Phileas Lachance.
Moise A. Lachance.
Louis F. Thivierge

Alp. Paquet

Adelard Bernier

J. B. Pouliot

Leonidas Lachance .
Eudore Langlois...

Joseph Delisle

Jules Lachance..
Auguste Santerre..
Arthur Larochelle. .
Raoul Lachance. . . .
William Langlois.. .
Ernest Bernier ....

Arthur Baquet

Jules Lamarre . .
George Larochelle. .
Adelard Delisle. . . .
Alex. Larochelle. . .
Arthur Paq uet

Employment.

C. P. R. Lines .
'our de role. . .

Dom. Coal Co.

Tour de role.

Thomson Line

Dominion Line

Tour de idle

Que. S. S. Co. &Tour.
White Star Dominion.
Tour de r61e

Dom. Coal Co

White Star Dom

Suspended for three years.

Dom. Coal Co . .

Tour de role

Allan Line

Tour de role . . .
C. P. R. Lines.

Tour de r6le .

Cunard Donaldson.
Tour de r61e

Dom. Coal Co

Allan Lines

Tour de rdle

Capt. Red Island Lightship.

Tour de r61e

Allan Lines

Tour de role

White Star Dominion

Tour de role

Head Lines

Dom. Coal Co

Tour de role

Dom. Coal Co

Tour de r6le ,

C. P. R. Atlantic Lines ,

Capt. Tender "Lady Evelyn",
Tour de r61e

Cunard Donaldson .

Allan Line

Dom. Coal Co

Elder Dempster

Royal Line

Dom. Coal Co ...

Elder Dempster

Dom. Coal Co

Manchester Dom. Line.

Thomson Line,
Tour de role. . .

In-

Out-

wards.

26.

"22

14 f

24
12

Move-
ages.

PILOTAGE AUTHORITIES

333

SESSIONAL PAPER No. 21

The following remarks are to be attached to the Recapitulation of Pilotages done
by the branch pilots for and below the harbour of Quebec.

Raj7. Baquet

C. A. Raymond.

Victor Vezina

Jos. G. Dupil

Louis Treffle Delisle

Sam. Rioux

Chas. O. Clavet. . . .

Adjutor Lachance.

Elzear Normand . . .

Remitted his Branch to December 4th, 1913, and his resignation was

accepted by the Department on December 12th, 1913.
Reported sick from November 18th, 1913.
Having reached the agp limit, was pensioned.
Line Pilot until June, then Tour de role Pilot. Reported sick Oct. 7th,

asked to be pensioned, and resignation accepted, October, 1913.
Suspended on October 1st, 1913, until end of navigation season, re stranding

S.S. " Whakatane ".
Suspended for three years from December, 1912, re stranding of S.S. " Royal

George ".
Was on board S.S. "Bridgeport " which has not been heard of since leaving

Sydney, N.S., on November 1st, 1913.
Suspended August 14th, 1913, for balance of season, re, stranding of S.S.

" Lake Manitoba ". Re-instated October 17th, 1913.
Reported sick November 18th, 1913.

Recapitulation of work done by apprentices for and below the harbour of Quebec, 1913.

No.

10
11
12
13
14
15
16
17
18
19
20
21
22

Gabriel Lachance . . .

Ernest Pouliot

Bastine Anutil

J. Adelard Burnier.

Felix Lavoie

Ohas H. Koenig. . .
Louis Gonz. Lavoie .
Albert Lachance . . .

Cyrille Pouliot

Paul E. Lachance. .

Herm Bouffard

F. J. G. Gaudreau .
Herm Lachance. . . .
Camille Couillard . . .
Lactance Lachance.

J. W. Pouliot

L. P. Langlois ...
Rodrigue Lachance.
Edmond Baquet. . . .
Leo. Labrecque . . .

Eudore Langlois

Romeo Gaudreau . . ,

Name,

Inwards.

Outwards.

Total.

334

MARINE AND FISHERIES

5 GEORGE V., A. 1915

Keport of the Corporation of Pilots for and below the Harbour of Quebec, for the
year ending December 31, 1913.

Quebec, December 31, 1913.
A. Johnston, Esq.,

Deputy Minister of Marine and Fisheries,
Ottawa.

Sir, — I have the honour to transmit to you a detailed statement, in duplicate,
of the money received and paid from the pension fund of the Decayed Pilots of
Quebec for the year just past, also a detailed statement, in duplicate, of the money
received and paid by the Corporation of Pilots, all audited and certified.

The amount received by the Corporation of Pilots for

pilotage was $152,612 84

Less general expenses, comprising 7 per cent to Pen-
sion Fund, remittance on loan to Decayed Pilots'
Fund, and pensions to pilots, etc 26,762 84

Leaving a net balance of . . . . $125,850 00

This gave a dividend to each pilot of $1,900.

977 British vessels paid $146,138 34

40 foreign vessels paid 6,474 50

1017 Total $152,612 84

I have the honour to be, sir,

Your obedient servant,

PH. LAMONTAGNE,

Secretary-Treasurer.

Report of the Corporation of Pilots for and below the Harbour of Quebec, for the year

ending December 31, 1913.

Receipts.

... $ 1,904 65
1,000 00
7,048 23
251 18
4,623 85
170 72
243 35
36 12
44 28
143 31
50 00
1,380 39
2,11125
1,568 00
Pilotage collected at Quebec 140,195 11

Balance, 1913

Reserve Fund

Customs of Montreal

it Three Rivers- .

.1 Chicoutimi

ii Sorel

ii Rimouski

ii Riviere du Loup. . .

M Escoumains

Interest, La Banque Nationale .

Fines.

Lost time

Board, Father Point

Rent

$ 160,770 44

Expenditures.

Interest paid on loan $ 100 00

Amount paid on principal 2,000 00

Rent 2,503 77

Taxes, city * 184 00

General expenses 1,752 48

Expenses of pilots ... . . 520 75

Indemnity to Directors 583 33

Legal Advisers 893 10

Insurance 36 60

Pilotage paid twice and remitted 953 76

Pilots pensioned 4,000 00

Salary of employees 1,750 00

caretaker 500 00

Treffle Simard 387 50

Board Father Point 2,296 27

Decayed Pilots Fund 10,682 93

Dividends 125,850 00

Balance 5,775 95

$ 160,770 44

PILOTAGE AUTHORITIES

335

SESSIONAL PAPER No. 21

Statement of moneys received and expended by the Corporation of Pilots for the
Decayed Pilot Fund of Quebec during the year.

Receipts.

Balance from 1912 $51,159 21

Contribution of Pilots 10,682 93

3,710 75
1,245 58
2,000 00

Interest on investments

Interest from Savings Bank ...

Remitted by Corporation of Pilots

68,798 M

Expenditures.

By pensions

Assistance

Salaries

Deposits in Savings Bank

Debentures Corporation of Village of

Plessisville

Mgr. J. N. Begin, Arch, of Quebec . .

$13,934 44

83 30

- 550 00

8,230 73

36,000 00
10 000 00

$68,798 47

Pensioners at Expense of Fund.

Per annum.

20 pilots at . . .

300 00

270 00

216 00

116 00

112 00

5 widows at. . . .

6 widows at

110 00
106 00
100 00

96 00

76 00

1 widow at ...

70 00
68 00

1 widow at

10 children at

64 00
30 00

99 Pensioners

statement of
Receipts.

INVEST

5,501 34

270 00

1,811 70

2,735 70

1,206 70

550 00

636 00

375 00

384 00

76 00

70 00

68 00

64 00

286 00

13,934 44

Expenditures.

Balance from 1912 . .

Debentures of City of Quebec, Class " B "
$9,000at7p.c

Corporation of Pilots, 1 year interest on
$2,000 at 5 p.c

Corporation of Pilots, remittance on loan

Corporation of St. Valier, 1 year interest
on $5,000 at 4 p. c

Corporation of St. Romuald, 1 year
interest at 4 p.c. on $14,000

Syndicate of St. Prime, 18 months in-
terest on $18,500 at 4^ p.c

Syndicate Chemins a Barrieres $1,200 at
6 p.c

Interest, Banque Nationale, Quebec

Contributions of Pilots

Debentures Corporation of Village of
Plessisville, 6 mos. interest $36,000 at
5 p.c

$51,159 21

By Pensions, 1913

Asdi>tance

630 00 Quarter to 31st January, 1913

30th April, 1913

100 00 .1 31st July, 1^13

2,000 00 ., 31st October, 1913

Debentures Corporation of Village of

200 00 Plessisville at 5 p.c

Mgr. L. N. Begin, Arch, de Quebec,

560 00 at 5 p.c

Salary of Sec.-TYeas and Assistant. . .
1,248 75 Deposits in Savings Bank

72 00
1,245 58

10,682 93

900 00

! 83 30
3,460 25
3,414 15
3,530 00
3,530 04

36,000 00

10,000 00

550 00

8,230 73

$ 68,798 47
Statement of Funds.

$ 68,798 47

Money loaned $93,700 00

Money in Savings Bank 8,230 73

Arrears.

$101,930 73
53 00

Net capital $101,877 73

PH. LAMONTAGUE,

Secretary-Treasurer.

Quebec. December 31, 1913.

336

MARINE AND FISHERIES

5 GEORGE V., A. 1915

Table 1. — Rates of Pilotage for and below the Harbour of Quebec for each foot of

draught water.

Pilotage Rates.

From

May 1 to

Nov. 10 to

Nov. 19 to

Mar. 1 to

Nov. 10.

Nov. 19.

Mar. 1.

May 1.

Father Point or any place below the anchorage

Anchor ag e
or mooring

ground in

the basin

or harbour

$4 95

$6 02

$4 41

of Quebec .

$3 87

The Anchorage ground at the Brandy Pots off

Hare island or any place above the said an-

chorage ground and below St. Roch's Point. . .

§ of this

sum.

St. Roch's Point or any place above this point
and below the Pointe-<aix-Pins or Crane

island or any place below St. Patrick's Hole . .

^ of this

3 of this

g of this

J of this

sum.

The anchorage or mooring ground in the Basin

or harbour of Quebec

FatherPoint
or the pla-
ce where
the pilot
shall be
discharged
in the river
below Que-

bec

$3 40

$4 4G

$5 54

$3 93

From

Any wharf in the harbour of Quebec between Pointe-a-
jg. Carey brlow, and the West End of the Allan's wharf

I above, both inclusive

Any place in the harbour of Quebec, not being a wharf
within the above mentioned limits

Any other wharf within said limits. . .

Any other place in the said harbour not
being a wharf within the said limits.

$2 50

5 00

Report op Father Point Pilot Tender O.G.S. Eureka, for 1913.

Quebec, January 5, 1914.
Mr. A. Johnston,

Deputy Minister of Marine and Fisheries,
Ottawa, Ont.
Sir, — I have the honour to inclose herewith my reports for the year 1913, as to
nry service as master of pilot and mail tender at Father Point.

I pointed out last year, many improvements to be made on this ship, as the boat
was to be changed from that service ; but last spring it left for the same service without
any changes and in the same old condition.

PILOTAGE AUTHORITIES 337

SESSIONAL PAPER No. 21

Inclosed you will find my report and general description of accommodation needed
for this pilot and mail service at Father point, on the Eureka; also repairs which
would be needed, as you will see in my two reports, even if the Eurelca is changed
from her present service at Father point.

Yours truly,

CAPT. J. B. BELANGER,

Master, O.G.S. Eureka/

Captain Belanger furnished a general description of the Eureka in which he
expresses his opinion about the suitability of the vessel for the pilot service at Father
point.

The report is given in detail respecting the requirements of the vessel to make
her, in his opinion more suitable for the service.

He recommends that some changes be made in order to make the vessel more com-
fortable in heavy weather.

Some of these recommendations include giving more shelter on the bridge, and
mention some instances as heavy gales when the improvement is necessary.

He refers to the power of the vessel which is not up to the strength that would
make her work more freely in heavy weather.

Captain Belanger refers to repairs that he considers will be necessary even if the
vessel were put into some other service.

The details he refers to include repairing cross bunker and overhauling a water
tank and painting the inside and outside of the houses on deck.

The water tank in the captain's room needs repairs.

A new propeller blade is also required, a new cook stove and some changes in the
steering gear.

21—22

338

MARINE AND FI stiF.lt IKS

5 GEORGE V., A. 1915
REPORT OF CAPT. J. B. BELANGER, MASTER C.G.S. " EUREKA."

Quebec, January 5, 1914.
Timber of vessels boarded during the season of 1913.

April

-May

June

July.. ..
August
September
October. . .
November
December .

Steamers
inward.

103

131

111

120

Boarded
outward .

109

111

112

Total

751

679

Total.

22
181
240
222
232
196
192
145
5

1,435

Miles.

239
736
803
914
817
715
706
989
244

6,163

Yachts ai

id Sailing Vessels.

Yachts . . .

38 i
12 !

Barques

Total

oft

Steamers
Yachts..
Barques .

Boarded. Passing off.
1,435 685

38
12

Total

1,485

685

Yachts. .
Barques

Inward.

Total

Outward.

Total.

Amount of coal used on C.G.S. "Eureka/'

During summer of 1918. — Tons.

Took at Quebec 60

Took at Father Point 426

Took at Riraouski wharf 154

Total

640

Coal on board

Coal on Father Point Wharf . . .
Coal in Rimouski's shed on wharf

20
50
15

Total remaining .
(Extract from engineer's log.)

CAPTAIN J. B. BELANGER,

C.G.S.. "Eureka.

PILOTAGE AUTHORITIES 339

SESSIONAL PAPER No. 21

report of the pilotage commissioners of the pilotage district of restigouche, n.b.

Pilotage Commissioners.

W. F. Napier

A. H. Hilyard
David Champoux
James E. Steward
John T. Mowat. .

When Appointed.

O. C. 6 December, 1905.
O C. 5 May, 1903.
O. C. 8 February, 1907.
O. C 2 March, 1912.
O. C. 9 February, 1912.

The rates of pilotage in force in this district are as follows : —

The rates on pilotage including the properly securing and mooring all ships or
vessels, pilotage for the several ports within the pilotage district of Kestigouche shall
be as follows: —

For every foot of water any ship or vessel shall draw at the time inward or out-
ward bound in the port of Dalhousie, Benjamin, Beaver point, Nash creek, Jacquet
river, or any loading station east of Dalhousie on the bay of Chaleur, $1.50; Port of
Campbelltown, $2; Oak Bay or any loading station east of same, west of Dalhousie, $2,
when ships proceed direct from sea.

Ships bound for Dalhousie, Benjamin, Beaver point, Nash creek, Jacquet river,
or any loading station east of Dalhousie, calling at any of the said harbours for orders,
or to discharge ballast, cargo, or otherwise on ship's acount, $1.50; and thence to the
said port or loading station on the bay of Chaleur, 75 cents per foot draught of such
ships at the time.

Ships bound for Campbellton, Oak Bay or any loading station east of Oak Bay and
west of Dalhousie waiting at Dalhousie or any of the outer bay ports to discharge
ballast cargo or otherwise on ship's account, $1.50, and thence to the said port of
Campbellton, 75 cents; Oak Bay or any loading station east of Oak Bay, and west of
Dalhousie, 75 cents per foot draught of such ship at the time and vice versa.

For removal of any ship, including the properly securing and mooring such ship,
the following rates, viz. : The sum of one dollar and fifty cents for ships not exceeding
one hundred and twenty tons; the sum of two dollars for ships over one hundred and
twenty tons and not exceeding three hundred tons; the sum of four dollars for ships
over three hundred tons and not exceeding six hundred tons; and the sum of five dol-
lars for all ships over six hundred tons; and when the distance of removal extends
four miles, fifty per cent additional to above rates. In addition to above rates all
vessels propelled wholly or in part by steam shall pay one cent inwards and one cent
outwards per net registered tonnage.

Names of Pilots and Earnings.

Names.

Age.

Earnings.

Robert McNeil (retired).
Joseph Elsliger

57
48
46
39
36

$ cts.
1,275 60

Edward Elsliger

1,275 60
1,275 60
1,275 60
1,275 60

VVm. Donohue

Neils Neilson

Dan. McNeil

6,378 00

21—22*

340

MARINE -AND FISHERIES

5 GEORGE V., A. 1915
Statement of Vessels which paid Pilotage Fees for the year.

No.

Nationality

Tonnage.

Amount Paid.

27
12
35
40

Foreign steam vessels

Rritish sailing vessels

British steam vessels

Foreign sailing vessels

46,070

3,421

47,049

38,231

$ cts.

2,395 40

408 00

2,772 46

1,364 23

114

134,771

6,940 09

Receipts.
Pilotage as per other side

Expenditures.
$ cts. $ cts.
6,940 09 Retained for expenses commission, includ-
ing Secretary's salary 208 18

Expenses of boats and upkeep 353 91

Divided amongst five pilots 6,378 00

6,940 09
Navigation opened May 1, and closed November 26, 1913.

6,940 09

W. F. NAPIER,

For Secretary.

Restigouohe River, N.B., December 31, 1913.

PILOTAGE COMMISSIONERS.

Names.

Wm. J. Brait

Richard R. O'Leary.

Frank Curran

W. E. Forbes

Fred. Ferguson

When appointed.

O. C. May 8, 1888.

,, June 21, 1909.

.. 21, 1909.

„ 21, 1909.

.. 21, 1909.

The rates of pilotage for the time being in force in this district, are as follows
$1.50 per foot inward; $1.50 per foot outward.

NAMES OF PILOTS.

Names

George Long

James Long

William Long

John Curwin

Age.

Earnings.

$ 250 00
100 00

$ 350 00

PILOTAGE AUTHORITIES

341

SESSIONAL PAPER No. 21

VESSEL WHICH PAID PILOTAGE DURING THE YEAR.

1 British steam vessel of 1,987 tons.

4 Foreign steam vessels of 1,420 tons.

Receipts.— 4 Pilots' Licenses, $4; earnings, $350; total, $.354.

Expenditures. — License forms, 25 cents; Pilots' fees, $350; total, $50.25.

Navigation opened April 15, and closed November 30, 1913.

FRED. FERGUSON,

Secretary.
Richbucto, N.B., January 15, 1914.

REPORT OF THE PILOTAGE COMMISSIONERS OF THE PILOTAGE DISTRICT OF SHEPODY BASIN, N.B.

PILOTAGE COMMISSIONERS.

Names.

Watson H. Steeves.

B. T. Carter

Isaac C. Prescott . . .
Robt. C. Bacon . . .
Geo. R. Paysant. . .

When appointed.

O. C. October 10, 1912.
10, 1912.
10, 1912.
„ June 24, 1911.
.. 24, 1911.

The rates of pilotage for the time being in force in this district are, as follows
2 cents per registered ton inwards.
1 cent per registered. ton outwards.

PILOTS.

Names.

When appointed.

Age.

Amount earned.

Herbert A. Peck

Josiah Christopher

John E. Bishop

Charles Bishop

April 30, 1912....
„ 30, 1912 ...
,. 30, 1912....
.. 30, 1912....

37
•10
60
58

$ 539 78
585 35
141 05
136 00

$ 1,402 78

Statement of Vessels which paid Pilotage during year.

No.

Nationality.

British sailing vessels.
Foreign steam vessels.
Foreign sailing vessels

Tonnage.

6,834

31,849

4,078

Amount
Paid.

$ 251 60

1,015 16

136 02

There are 4 pilot boats, the cost of maintenance of which was $30.
Navigation opened April 1, 1913, and closed January 1, 1914.

B. T. CARTER,

Secretary.
Hopewell Cape, N.B., February 3, 1914.

342 MARINE AND FISHERIES

5 GEORGE V., A. 1915
REPORT OF THE PILOTAGE COMMISSIONERS OF THE PILOTAGE DISTRICT OF SHEDIAC, N.B.

PILOTAGE COMMISSIONERS.

Names.

When Appointed.

Michael Connors

J. Charles Roberts

George McOevitt

D. J. Doiron

E. R. McDonald

O. C. Jan. 12, 19u6
O. C. Jan. 12, 190G
O. C. Jan. 12, 1906
O. C. Jan. 12, 190G
O. C. Jan. 12, 190(5

The rates of pilotage in force in this district are as follows: —

Inwards, $1.50 per foot draught.

Outwards, $1.50 per foot draught.

For removal of any ship or vessel, and seeing such ship or vessel properly secured
or moored, the sum of $4; hauling a vessel into the wharf or dock from the stream
not to be considered a removal.

Airships propelled by steam or driven by power other than sails shall pay 4 cents
per ton on the registered ton in addition to above charges.

NAMES OF PILOTS AND AGES.

Aliff Hendricksen, 52.
Paul P. LeBlanc, 69.
Thomas McGrath, 67.

Statement of Vessels which paid pilotage fees for the year.

No.

Nationality

1 I British steam vessel..
3 | Foreign steam vessels.

2 ! Foreign sailing vessels

Tonnage.

Amount
Paid.

1,786 $ 113 36
2.546 I 217 34

462

57 75

$ 388 45

Rect ipts.

Pilotage dues.

Expenditures.

$ 388 45 Paid pilots $ 380 69

Commission on dues 7 76

$ 388 45

$ 38S 45

Navigation opened April 8, and closed December 27, 1913.

e. r. Mcdonald,

Secretary.
Shediac, N.B., March 13, 1914.

PILOTAGE AUTHORITIES

343

SESSIONAL PAPER No. 21

REPORT OF THE PILOTAGE COMMISSIONERS FOR THE DISTRICT OF ST. ANNS, VICTORIA COUNTY,

N.S.

PILOTAGE COMMISSIONERS.

Name. When Appointed.

_ _ . . _____

Angus J. McRitchie 'O . C . April 23, 1904 .

Murdoch Smith : ., .. 23, 1904 .

Donald McAulay .. ., 23, 1904 .

The rates of pilotage dues for the time being in force in this district, including
the amounts and description of all charges upon shipping made in the respect of
pilotage are: —

Vessels of 120 to 200 tons $ 7 00

200 to 250
250 to 300
300 to 350
350 to 400
400 to 450
450 to 500

8 00

9 00

12 00

13 00

14 00

15 00

Vessel

of 500 to 600 tons $16 00

600 to 700
700 to 800
800 to 900
900 to 1,000
1,000 to 1,500
1,500 to 2,000

17 00

18 00

19 00

20 00

21 00
24 00

NAMES OF PILOTS AND EARNINGS.

No.

Name.

When Appointed.

Age.

Amount Received.

1
2
3

! J oseph Fader

; Angus B. Morrison

1 Murdoch Carmichael

May 1 , 1904

,. 1,1904

n 1, 1913

., I, 1904

00
38
40
40

$ cts .

196 50
196 50
196 50

| Dan Buchanan

196 50

$ 786 00

There are no apprentices in this district.
No white flag ships were licensed during the year.

Eighteen foreign steam vessels, tonnage 22,621, paid pilotage amounting to $786
during the year.

The amount of $786 received was paid to pilots without any deduction.
Navigation opened April 25, and is about closed at this date, January 2, 1914.

DONALD McAITLAY,

Secretary.

Englishtown, January 2, 1914.

344

MARINE AND FISHERIES

5 GEORGE V., A. 1915
REPORT OF THE PILOTAGE COMMISSIONERS OF THE PILOTAGE DISTRICT OF ST. JOHN, N.B.

COMMISSIONERS.

When Appointed

James Knox . .

Henry Finnegan j

J. Willard Smith I

Harold C. Schofield

John C. Chesley

James E. Cowan j

James Lewis i

Appointed by City Council, Jan. 31, 1894

1913

Board of Trade, Sept. 19, 1894.
Oct. 13, 1911 . .

O. C. Oct. 31, 1912

., 31, 1912

ii 31, 1912

Changes.

Replaces Edward Lantluni .

The rates of pilotage for the time being in force in this District, are as follows :-

RATES.

On all steamships not otherwise exempt.

Inward —

1st District '. . $2 00 per foot draught of water.

2nd 2 50

3rd ., 3 00

Outward—

To Partridge island $1 75 per foot.

Down the bay of Fundy (not compulsory) 2 75 m

Inioard-

SAILING SHIPS.

1st District $1 50 per foot draught of water.

2nd ii 1 75 n „

3rd m 2 25

Outward-

To Partridge island $1 25 per foot.

Down the bay of Fundy (not compulsory) 2 00 M

n sporting —

200 tons and under. . .
From 200 tons and up

300

400

500

to 300

400

500

1,000

$ 2 00

3 50

.... 4 00
5 00

7 00

1,000
1,500

1,500. .,.
2,000 ..

9 00

11 00

From 2,000 and up to 2,500 $13 00

2,500 „ 3,000 15 00

3,000 „ 3,500 17 00

3,500 „ 4,000 19 00

4,000 „ 4,500 21 00

4,500 „ 5,000 23 00

5,000 tons and over 25 00

PILOTAGE AUTHORITIES

345

SESSIONAL PAPER No. 21

NAMES OF PILOTS AND EARNINGS.

Names.

James Bennett

Alfred Clin*

Richard B. Cline

James Doyle

Joseph Doherty

Robert Doherty

James H. Miller ...
William Murray
Fenwiek M. McKelvie

William Quinn

Bartholomew Rogers . .

James Spears

William J. Spears

Thomas J. Stone . . .

Richard Scott.

William Scott

John S. Thomas

Thomas Traynor

1882
1878
1898
1874
1874
1908
1899
1899
1908
1874
1881
1874
1908
1874
1874
1878
1875
1874

56
56
42
76
67
28
33
39
27
66
56
68
27
60
62
57
65
60

2,104 75
736 80

1.033 20
1,410 92
2,212 20
3,317 70
1,722 20
2,354 00
2,965 60
2,271 05
2,431 98

0H4 58
1,607 80

2.034 61

1,680 10
2,270 25
1,726 61

I 32,594 05

NAMES OF APPRENTICE PILOTS, AGES, ETC.

John F. Abbott .
Wm. P. Traynor.
William Scott. . .

Name.

When
appointed.

June 1, 1910

Age-

These apprentices are paid monthly by the boat to which they are attached.
No white flag ships licensed.

Statement of Vessels Which Paid Pilotage Fees for Yeak.

No.

Nationality.

Tonnage.

Arat. Paid

94s

815,760
20,071
19,314
61,050

$ 27,720 98
2,152 64

6«

British sai ing vessels

Foreign steam vessels

1,830 16

160

4,608 65
$ 36,312 43

506

STATEMENT OF PENSION FUND.

Contra :

At credit of Pilot Fund December 31, 1913

By interest on Bank deposits

Five per cent from net pilotage

Amount transferred from Income account

Pensions paid to pilots, widows and children .

14,823 00

371 72

1,718 95

846 80

17,760 47
2,426 25

Balance at credit of Pilot Fund, December 31, 1913 $ 15, 334 22

346

MARINE AND FISHERIES

5 GEORGE V., A. 1915

Receipts.

Balance December 31, 1912 $ 2,448 89

25 cent- per foot on outward pilotage. . 2,001 93

50 per cent from net p'lotage 1,718 95

Licenses to 18 pilots 90 00

3 boats 30 00

Interest on Deposit : —

Dominion Savings Bank 276 03

Bank of Nova Scotia 95 69

Expenditures.

Pension Account :—

Pilots $

Widows

Auditing

Rent and salaries

Stationery

Inspecting boats

Legal services

Telephone

Light

Sundries

Accrued interest, Dominion Savings

Bank . .

Bank of Nova Scotia

Balance in Bank of Nova Scotia ....

675 00

1,751 25

25 00

1,125 00

25 90

15 00

11 00

54 00

4 73

13 70

276 03
95 69

2,588 39

$ 6,661 49

PILOTAGE BOATS.

No. or Name.

Statement of Cost i if Maintenance.

No. 1 Howard D. Troop

No, 2 James U. Thomas

Owned and maintained by the Pilots.

No. 3 Mina Blanche . . .

Navigation is open all the year round.

St. John, N.B., January 8, 1014.

J. U. THOMAS,

Secretary.

REPORT OF THE PILOTAGE COMMISSIONERS OF THE PILOTAGE AUTHORITY OF ST. MARY, N.S.

PILOTAGE 0<> MM ISSIONERS.

Names.

When appointed.

Capt. Wm. Murdoch, si

Capt. David Doualas

Capt. C. W. Anderson "...

James Hemlow, jr

O. C. June 10, 1880

O.C.Feb. 7,1905

O. C. Feb. 2, 1907

The rates of pilotage dues in force in this district are as follows :-

Vessels of 120 tons to 160 tons
m 160 „ 230 ..

" 230 „ 400 m

.. 400 m 500 i,

.. 500 ,. 600 ,i

Inwards.

(Jut wards

$ 5 00

$ 7 00

6 00

8 00

9 00

11 00

13 00

14 00

15 00

ii 600 tons and upwards $1.00 for every 100 tons or part thereof.

This board has not met since the death of the secretary, Wm. Pride. A meeting
-<» called for June 1. The pilots are licensed for three years, and last year there were
two old licenses renewed to carry them along until June this year.

C. W. ANDERSON,

Acting Secretary.
Sherbrooke, N.S.

PILOTAGE AUTHORITIES

347

SESSIONAL PAPER No. 21

REPORT OF THE PILOTAGE COMMISSIONERS OF THE PILOTAGE DISTRICT OF SYDNEY, C.B.

PILOTAGE COMMISSIONERS.

Names.

When appointed.

Vincent Mullins (resigned) O . C . May 13, 191:

Capt. T. Desmond

R.T.J. Voogt

F. C. Kimber

Arch. McKinnon

Chas. P. Livingston

„

13, 1912.

Aug.

5, 1912.

Jan.

20, 1914

Statement of Vessels which paid Pilotage Fees for the year 1913.

Number.

Nationally.

Tonnage.

Amount paid.

British steam vessels

906,937

(J, 411

084,537
3,025

$ cts.
23,471 37

.1 sailing vessels

237 50

381
23

Foreign steam vessels

10,708 50
101 00

1,013

1.001,510

40,578 37

The rates of pilotage for the time being in force in this District, are as follows: —

To Sydney.

Foi vessels under 100 tons & G 00

7 00

From 100 to 150 tons

150 to 200 u

., 200 to 250 ..

250 to 300 .,

„ :<00 to 350 „

., 350 to 400 ..

8 00

9 00

10 00

11 00

12 00

To North
Sydney.

s 5 00
fi 00
7 00
S 00
9 00

10 00

11 00

And for every additional 50 tons or fractional part thereof, $1; for vessels 800
tons and upwards, $1 for every additional 100 tons or fractional part thereof. Out-
ward pilotage shall be the same as inward. Vessels, upon being hailed by a licensed
pilot outside the limits of the port, but within the pilotage district of Sydney, and
refusing to, or not taking such pilot, shall pay half pilotage inwards; and upon being
offered the services of a licensed pilot before being ready for sea and refusing the
services of such pilot, shall be liable to half pilotage outward. Should the services
of a pilot so offering be accepted by the master and afterwards declined, then the
vessel shall be liable for full pilotage rates; and any pilot placed in charge of a vessel
by the master shall be entitled to receive, in addition to full pilotage rates, the sum
of two dollars per diem for each day the vessel may be detained while he is waiting
on her, through stress of weather or otherwise. And in case a pilot is taken to sea
the ship shall be responsible for his expenses unless returned to the port of Sydney.
Vessels spoken by a pilot outside of her harbour limits or changing ports between
Sydney and the ports of Lingan, Glace Bay and Cow Bay, shall only be liable for
inward pilotage at the loading port, unless a pilot be employed in changing ports, in
which case full tariff rates will be charged. Pilots delivering orders outside of port

348 MARINE AND FISHERIES

5 GEORGE V., A. 1915

limits to vessels to proceed elsewhere shall be entitled to receive full inward pilotage
only for such vessels, and pilots prevented from delivering orders after being received
by them, by reason of the orders being signalled from light stations shall be entitled
to receive full inward pilotage; and if, in any case, another regular pilot belonging
to the same port be found in charge the amount of pilotage collected shall be equally
divided between the pilot in charge and the pilot delivering orders. Vessels arriving
from sea without being spoken inwards by a pilot shall be subject to half pilotage out-
ward unless a pilot be employed, in which case full outward pilotage will be charged,
the half pilotage in this case to be paid into the pilotage fund. Vessels calling for
orders and remaining outside of harbour limits shall be exempt from outward pilotage
unless a pilot be employed.

Names of Pilots and Earnings.

Name. Earnings.

Barrington, Y. H $1,439 52

Brown, Jos 1,205 82

Burke, T 1,205 82

Cann, J 1,439 50

Cann, E. P 1,439 50

Carroll, J. H 1,111 26

Carroll, John 1,151 02

Carroll, L 1,166 04

Curran, M 1,205' 80

Fraser, G 1,205 80

Langille, W , 1,205 79

Ling, L 1,205 79

McGillvary, James 1,205 79

McGillvary, John B 191 91

McGillvary, V 1,439 49

McTnnis, D. A 1,439 49

McNeil, John 1,205 80

McNeil, Thos 1,205 80

Mahon, John 882 02

Mullins, Bernard 1,439 52

Mullins, J. T 1,439 51

Perry, W 1,439 51

Petrie, E. F 1,205 81

Petrie, Henry 1,205 SI

Eatchford, II 1,205 81

Ratchford, T 1,205 81

Richardson, A. R 1,205 81

Rigby, Peter . . 191 91

Roberts, T 1,205 81

Rudcerham, T 1,205 81

Shanahan, James 1,151 03

Young, James P 313 78

$36,967 89

PILOTAGE AUTHORITIES 349

SESSIONAL PAPER No. 21

Names of Apprentice Pilots and Earnings.

Names. Earnings.

Connel, John $002 92

McGillvary, Frank 719 84

McGillvary, Wm 602 92

Morrison, W. D 602 91

Petrie, Walter 602 91

Young, James P. . (now a pilot) 440 98

$3,572 48

White Flag Shits licensed during the year.

Br. SS. Louisburg $100 00

Gape Breton 100 00

" Cacouna "100 00

Cohan 100 00

u Morwenna ." 100 00

City of Sydney 100 00

" Nevada 100 00

" Corunna 100 00

' Beatrice. 100 00

$900 00
Statement of Pension Fund.

Paid Widows Jno. Petrie, Mrs. Mclnnis, Mrs. I. McGillvary,
Mrs. M. Petrie, Mrs. Dan Petrie, Mrs. C. McGillvary,
Mrs. A. Eatchford, Mrs. Mary Ann Brown and Mrs.
Jane Brown, $30 each • $270 00

Paid Ex-pilots P. Burke, M. Doyle, W. Eatchford, L. Con.

nell, George Townsend and George Fraser, $50 each . . 300 00

$570 00

Receipts. Expenditures.

Balance December 31, 1912 $ 545 80 Paid Pilots and apprentices . $ 40,540 37

Pilotage receipts 40,540 37 ■> Pensions 570 00

Relief 38 00 i, Collectors 850 00

White Flag Licenses 900 00 .. ., office rent 100 00

Pilot ...=," ii 106 00 ii Superintendent 250 00

Boat u<Kr h . . . 5 00 ii W. Fitzgerald, (ex -collector from

Commission 2,139 25 1912) ... 75 00

.. Commissioners 775 00

Total $44,273 42 .. Miscellaneous expenses 29 71

•i Secretary 500 00

Sydney, C.B., „ „ office rent 100 00

March 7, 1914. „ Cash in Collector's hands 326 45

.. balance in bank 156 89

Total $44,273 42

F. C. KIMBER,

Secretary.

350 MARINE AND FISHERIES

5 GEORGE V., A. 1915
REPORT OF THE PILOTAGE COMMISSIONERS OF THE PILOTAGE DISTRICT OF VANCOUVER, B.C.

PILOTAGE COMMISSIONERS.

When Appointed.

11. H. Alexander

C. G. Major

Frank Burnett .
F. W. Evans. ...
H. G. Ross

. . . O. C. February 3, 1883.
...O. C. April 15, 1870.
. . O. C. June 20, 1898.
...O. 0. February 12. 1912.
...O. C. February 12, 1912.

The rates of pilotatge for the time being in force in this district, are as follows : —
For vessels entering into or clearing from the ports of Vancouver and Howe
sound, the rates of pilotage are as follows: —

(a) For vessels under sail, $2 per foot draught of water and 1 cent per net regis-
tered ton.

(b) For vessels in tow of a steamer, $1 per foot draught of water and 1 cent per
net registered ton.

(c) For steamers, $1 per foot draught of water, and 1 cent per net registered ton.
The pilotage from Cape Flattery or Royal roads to a line drawn from point

Atkinson to the nun buoy on Spanish bank, or to the limits of Howe sound and vice
versa, is not compulsory, but if the services of a pilot are required, he shall be paid the
fol]owing rates, viz.: —

From cape Flattery

*' Callum

" Beechy head

" Race rocks or Royal roads.

$6 00 per foot.
5 00
4 00
3 00

And for vessels under steam or in tow of a steamer the following rates shall be

paid :-

From cape Flattery $3 00 per foot.

Callum bay 2 50

" Beechy head 2 00 "

Race rocks or Royal roads (vessels under steam) .... 1 00 "

Race rocks or Royal roads (vessels in tow of a steamer) 1 50 "

NAMES OF PILOTS AND EARNINGS.

Name.

W. Ettershank

H. Robson Jones
G. W. Robarts .
R. A. Batchelor.
A. C. Anderson.

A. Christensen .

B. L. Johnson . . .

When appointed

June 18, 1888

July 1, 1892

Oct. 1, 1907

May 15, 1910

Oct. 16, 1911 ,

Feb. 1, 1912.

Jan. 29, 1913.

Age

Amount earned

Pilots work in one com
pany

Amount
paid to.

$ cts.

4,297 42
4,297 41
4,297 40
3,441 33
3,797 93
3,797 92
3,112 68

27,041 99

No white flag ships licensed during the year.

PILOTAGE AUTHORITIES

351

SESSIONAL PAPER No. 21

Statement of Vessels which paid .Pilotage during- year.

No.

Nationality

Tonnage.

Amount paid.

9»l

British steam vessels. . . .

1,041,351

35,258

821,756

42,228

$ cts.
20,254 98

(539

.. sailing vessels

Foreign steam vessels

774 08
21,413 55

ti sailing vessels

990 72

947

1,940,593

$ 43,433 33

There is a reserve fund in the Bank of Montreal, Savings Branch * Department,
amounting to $1,009.25.

Receipts. Expenditures.

$ cts. $ cts.

Balance in Bank, January 1, 1913 2,086 26 Paid Pilots, January 1, 1913 2,086 26

Pilotage earnings, 1913 43,433 33 .. during year 1913 27,041 89

Office expense account, 1913 1,352 90

Pilot boats and station expense account,

1913 4,375 96

Pilots' travelling expenses 7,672 08

Balance in Bank 2 990 41

$45,519 59 $45,519 59

PILOTAGE BOATS AND STATION.

"Pilot No. 1" (Gas); "C.G.J/7 (Gas), men's wages, rep'airs and general running
expenses, $4,375.95.

Navigation is open all the year round.

RICHARD ALEXANDER,

Chairman.

C. GARDNER JOHNSON,

Secretary.
Vancouver, B.C., January 2, 1914.

REPORT OF THE PILOTAGE COMMISSIONERS OF THE PILOTAGE DISTRICT OF VICTORIA AND

ESQUIMALT, B.C.

PILOTAGE COMMISSIONERS.

Names.

-
When appointed.

Changes.

H. G. Wilson

G. A. Kirk

W. J. Stevens

J. R. Saunders

Geo. Okell ...

Joshua Kingham, Secretary

O.C.Nov. 29, 1912..

,. 29, 1912.

ii 29, 1912 .
., Oct. 8,1913..

„ 8,1913..
,, Aug. 26, 1909 .

Replaced William Grant.
.. F. A. Pauline.

352

MARINE AND FISHERIES

5 GEORGE V., A. 1915

The rates of pilotage dues for the time being in force in this district, are as
follows : —

Vessels bound to other ports and coming to anchor in Royal roads, the pilotage
shall be free, except the services of a pilot are employed, when pilotage according to
the following graduated scale shall be payable: —

From inside or north of Race rocks to Royal bay, or vice versa, 50 per cent of
the prescribed rates under clause (&), section 18. From Beechy road to Royal roads,
or vice versa, $1 per foot.

From Pillar point to Royal roads, or vice versa, $3 per foot.

From Cape Flattery to Royal roads or vice versa, $6 per foot draught of water.

For vessels entering into or clearing from the ports of Victoria and Esquimalt,
the rates of pilotage shall be as follows: —

(1) For regular ocean steamers, 50 cents per foot draught of water and £ cent
per net registered ton up to a maximum of 3,500 tons, on the inward voyage, and 50
per cent of the above on the outward voyage subject to a discount of 20 per cent.

(2) For irregular ocean steamers, $1 per foot draught of water, and t cent per
net registered ton.

(3) For regular steamers in the coasting trade between San Francisco and Lynn
canal, inclusive, the rates shall be the same as for regular ocean steamers as rated in
clause 1.

(4) For vessels under sail, $2 per foot draught of water and 1 cent per net regis-
tered ton.

(5) For sailing in tow, $1.50 per foot draught of water and 1 cent per net regis-
tered ton.

(6) For all vessels entering into or clearing from William Head quarantine
station, the rates shall be 50 per cent of the prescribed rates of any class of vessel
for Victoria and Esquimalt, subject to exemption in section 17, clause 7; provided,
however, that all coasters between San Francisco and Lynn canal inclusive, when com-
pelled by special instructions from the Dominion Government to call at William
Head quarantine station, shall be exempt from pilotage dues unless the services of a
pilot are requested.

(7) For all vessels of 500 tons and under, 75 cents per foot draught of water.

Gulf Pilotage.

For all vessels from the limits of the ports of Victoria and Esquimalt to the
limits of all ports on Puget sound and gulf of Georgia, shall be $1 per foot draught
of water.

Names of Pilots and Earnings.

Names.

When appointed.

Age.

Amount earned.

Amount
paid to.

John Newby

William Cox

Charles Israel Harris

William H. Whiteley

1891
1903
19 L0
1911

65
58
46
51

$ cts.

3,696 77
3,369 02
4,530 70
4,186 15

$ cts.

3,327 16
3,032 16
4,077 67
3,767 60

15,782 64

14,204 59

PILOTAGE AUTHORITIES

353

SESSIONAL PAPER No. 21

Statement of Vessels which paid Pilotage during the year.

No.

183 1 British steam vessels

1 ii sailing ..
330 Foreign steam m
ii sailing ..

522

Nationality

Tonnage.

831,837

2,139

698,321

11,409

Amount
paid.

$ cts.

6,765 42

75 78

8,550 92

390 52

$ 15,782 64

British vessels.
Foreign i.
Surplus, 1912...
Licenses

Receipts.

$ cts.
6,841 20
8,941 44
1,393 26
1,200 00

18,375 90

Expenditures.

$ cts.

Pilots drawing surplus, 1912 1,393 26

1913 14,204 59

Secretary's salary, 1 913

Kent and expenses

Printing

Miscellaneous Expenses

Exchange

600 00

420 00

33 25

60 90

5 58

44 82

Refund to Findlay, Durham & Brodie,

S. S. Vestalia

Surplus

26 36

1,588 04

18,375 90

PILOTAGE (BOATS.

No.

Colli/ JSTo. 1 . . \
Colby No. 2...}

Statement of cost of maintenance.

Asper Pilots' monthly log for upkeep of pilots plant.

$ cts.
3,870 55

Navigation is open all the year round.

Victoria, B.C., January 21, 1914.

J. BINGHAM,

Secretary.

2i— 2g

354 MARINE AND FISHERIES

5 GEORGE V., A. 1915

REPORT OF THE PILOTAGE COMMISSIONERS, OF THE DISTRICT OF WALLACE, CUMBERLAND

COUNTY, N.S.

PILOTAGE COMMISSIONERS.

Name.

When Appointed.

'A. A. MacKay

F. K. Grant

J. VV. Morris

0. C. April 30th, 1883.
0. C. Oct. Oth, 1891.
0. C. June 11th, 1879.

The rates of pilotage for the time being in force in the District, including the
amounts and description of charges upon shipping, are as follows: —

Vessels of Inward. Outward.

80 tons and under 160 tons $ 6 00 $ 4 00

1G0 ., „ 230 „ 9 00 6 00

230 „ „ 400 „ 12 00 8 00

400 tons upward 14 00 10 00

On all vessels under 80 tons accepting the services of a pilot, five cents per ton
inward and four cents per ton outward. Steamers rated at net tonnage. The above
rates are for pilotage to or near the Wallace-Huestis grey stone wharf; up Wynn's
channel to the Plaster wharf, or up the Fox harbour channel. Vessels requiring the
services of a pilot to Wallace bridge, shall pay twenty-five cents per foot (draught),
or if the Wallace freestone quarries or up to the bay of the Abiteau, then the sum
of five cents per foot each way additional.

NAMES AND JUTES OF APPOINTMENTS OF PILOTS.

Alexander Patten, August, 1898.

Hudson Langille, October, 1892.

There are no apprentice pilots in this district.

No white flag ships licensed during the year.

No vessel entered subject to pilotage during the year.

Navigation opened about April 15, and closed about December 15.

JOHN W. MORRIS,

Secretary.
Wallace, N.S., December 31, 1913.

PILOTAGE AUTHORITIES

355

SESSIONAL PAPER No. 21

APPENDIX No. 16.

List of live stock shipped from May, 1913 to May, 1914, to ports in Great Britain.

MONTREAL.

Months.

Sheep.

Horses.

Cattle.

Mules.

U.S.
Cattle.

May, 1913

16
4
1

35
9

27
444

'so

June, 1913

July, 1913

August, 1913

September, 1913

17'

' "67 '

October, 1913

216

November, 1913

296

134

512

Comparative Statement of the Number of Cattle shipped from Canada to British
ports from the years 1904-5 to 1913-14.

Sheep.

Cattle.

HOKSES

Totals.

*£

■8

ffl

□Q

cS
O

1913-14...

296

Nil.

512

Nil.

134

Nil.

296

512

134

1912 13...

178

6,469

„

175

■1

„

178

6,469

175

1911-12...

3,725

1,798

45,866

2,001

138

* 14

5,523

47,967

152

1910-11..

248

2,508

72,555

3,301

497

2,756

75,856

516

1909-10...

1,616

Nil.

94,314

4,632

286

Nil.

„

1,616

9b, 9 46

286

1908-9....

10,111

151

99,8*)

22,923

3.097

116

10,262

125,850

181

1907-8 ...

11,585

4,168

96,977

20,210

Nil.

174

15,753

127,187

225

1906-7....

10,791

l,37i

128,160

38,148

661

12,162

159,308

718

1905-6....

19,077

3,971

126,871

33,548

1,042

568

23,04S

161,456

647

1904-5....

49,422

17,283

108,553

33,833

745

279

213

66,715

143,131

492

21—24

356

MARINE AND FISHERIES

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MARINE AND FISHERIES

5 GEORGE V., A. 1915

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360 MARINE AND FISHERIES

5 GEORGE V., A. 1915

APPENDIX No. 18.
REPORTS OF SUBSIDIZED WRECKING COMPANIES.

REPORT OF THE QUEBEC SALVAGE AND WRECKING COMPANY.

May 24. SS. Ultonia assisted vessel from Quebec to below the traverse.
September 25. Barge Zapotec sunk at Bersimis, floated her and brought her to

Quebec.
October 6. SS. Bengore Head went to assistance and stood by her from Strait of

Belle Isle to Quebec.
October 19. Barge Omaha, towed her off from Bersimis.
October 31. SS. Bellona sunk at Lower Traverse, floated her and brought her to

Quebec.
November 6. SS. Royal George ashore at St. Lawrence point, supplied her with

pumps, pulled her off and brought her to Quebec.
November 10. SS. Gladstone ashore at St. Lawrence point, supplied her with

pumps, pulled her off and brought her to Quebec.
1913.

May 31. SS. Floriston sunk at Pointe Platon, supplied her with pumps, lifted her

and brought her to Quebec.
June 24. SS. Cruizer sunk at St. Catharine's bay, floated her and brought her to

Quebec.
July 29. SS. Lady of Gaspe sunk off Cap de la Madeleine, patched up hole 9 by

20 feet under water, lifted her and brought her to Quebec.
September 16. SS. Whahatane. This ship ran into Gilmour's wharf where she

landed with her foreship, towed her off and brought her to Quebec.
October 16. SS. Empress of Ireland, rendered diver's services clearing propeller.

SALVAGE SERVICES RENDERED BY DOMINION COAL COMPANY IN MARITIME PROVINCES.

Note. — Received too late for the Deputy Minister's report.

January 14, 1914. Newspapers reported R.M.S. Cobequid with about 150 passen-
gers ashore on Trinity ledges, bay of Fundy. Despatched tug Springhill from St. John
immediately to scene to take passengers off and render all possible asistance to steamer.
Before tug reached scene, passengers had been rescued by other steamers and Cobequid
declared to be a total loss.

January 25, 1914. Steamer Astarte parted her moorings in Louisburg harbour
during a heavy southerly gale and drifted ashore. Despatched tug C. M. Wince to
her assistance, but help was declined by the Astarte. Tug, however, stood by until
steamer succeeded in getting off without assistance.

February 24, 1914. Ordered ss. Morwenna while on voyage from Halifax to New
York to look out for ss. Lingan, which was then five days overdue at Louisburg on
passage from Boston. On February 26, Morwenna picked up Lingan 100 miles south-
east of cape Cod in a helpless condition with propeller gone and in grave danger of
drifting ashore. Morwenna with great difficulty towed the disabled steamer into
Boston harbour and anchored her in a place of safety.

REPORTS OF SUBSIDIZED WRECKING COMPANIES 361

SESSIONAL PAPER No. 21

March 5, 1914. Steamer Easington was reported as being caught in heavy drift
ice near Guyon island, with propeller broken, short of fuel, provisions and fresh water.
Despite the presence of heavy floating ice the tug Douglas H. Thomas was sent from
Louisburg during a heavy snowstorm to rescue the crew and save steamer if possible.
The tug reached disabled steamer and with great difficulty, as well as grave danger to
herself, succeeded in towing steamer through the heavy ice to within four miles of
Louisburg, where an enormous quantity of ice was encountered and no further progress
could be made. Tug, however, stood by all night and during part of the following day,
or until the Government ice-breaking steamer Stanley came along and cleared a
passage through the drift-ice, after which all three vessels reached port.

March 10, 1914. Eight Government employees walked on closely packed ice out
to buoy in Louisburg harbour to make repairs. While engaged in making the repairs
the ice moved off with the outgoing tide. The ss. Louisburg was sent from her berth
at Louisburg pier and rescued them.

March 15, 1914. SS. Cape Breton transferred nine tons of bunker coal to the ss.
Seal, which was caught by drift ice ten miles west of Louisburg completely out of fuel,
thus enabling the Seal to reach port safely.

March 17, 1914. SS. City of Sydney struck Sambro ledges during a dense fog.
Sent ss. Cabot from Halifax and tug Douglas H. Thomas to her assistance. Steamer,
however, was found to be full of water fore and aft and became a total loss. The ss.
Cabot salved a portion of her cargo and landed it at Halifax.

REPORT OF BRITISH COLUMBIA SALVAGE COMPANY.

Report of Operations SS. "Salvor," January Ik, 191k, to November SO, 191k.

January 26-28. Attending ss. Princess Sophia, ashore Blinkinsop bay, Johnson
sts., B.C., and delivering her safely at Esquimalt.

August 19-October 5. To working at ss. Prince Albert, ashore on Tree Knob
group, and delivering her safely at Esquimalt.

October 15-20. Convoying ss. Prince Albert from Esquimalt to Vancouver.

5 GEORGE V. SESSIONAL PAPER No. 21b A. 1915

REPORT AND EVIDENCE

COMMISSION OF INQUIET

THE LOSS OF THE BRITISH STEAMSHIP '; EMPRESS OF IRELAND"
OF LIVERPOOL (0. No. 123972) THROUGH COLLISION WITH
THE NORWEGIAN STEAMSHIP " STORSTAD."
QUEBEC, JUNE, 1914.

PRINTED BY ORDER OF PARLIAMENT

OTTAWA

PRINTED BY J. de L. TACHE, PRINTER TO THE KINGS MOST
EXCELLENT MAJESTY
1914

[No. 21&— 1915.]

5 GEORGE V. SESSIONAL PAPER No. 21b A. 1915

INDEX OF CONTENTS.

Page.

Commissioners and Assessors 5

Commission 6

Counsel 6

Mr. Newcombe, K.C., Statement for Canadian Government 7

Questions formulated by Canadian Government 10

Mr. Aspinall, K.C., Statement for the Empress 16

Mr. Haight, Statement for the Storstad) 17

WITNESSES.

Aangensen, Aage (Sailor, Storstad) 306

Andersen, Thomas (Capt. of Storstad) 87

Bamford, Edward (Assistant Marconi Opera toT,Empress) .. 201

Belanger, Capt. (Master D.G.S. Eureka) .360

Bernier, Adelard (Pilot) 186

Black, John W. (passenger, Empress) 135

Brennan, K. H. (Jr. 2nd Engineer, Empress) 137

Burns, Charles (Storekeeper, Empress) 443

Carroll, John (crow's nest lookout, Empress) 119

Downey (sailor, Empress) 191

Ferguson, Ronald Senior Marconi operator, Empress) 197.

Fournier, Henry (coal trimmer), Empress) 351

Fremmerlid, Ludwig (sailor, Storstad) 276

Gaade, Augustus (Chief Steward, Empress) 193, 370

Gagnon, Michel (Master, D.G.S. Druid) 323, 330, 336

Galway, J. F. (Quartermaster, Empress) 166

Good, J.D 251

Harrison, Frank (Steward, Empress) ' 377

Hayes, Joseph (Steward, Empress) . . . . 196

Hillhouse, Percy A. (Naval Architect) 146, 205, 394, 403, 411, 494

Jones, Edward (1st Officer, Empress) 104

Johannsen, Peter (Quartermaster, Storstad) 283

Kendall, Henry George (Captain of Empress) 20, 118, 157, 369, 439

Lapierre, L. H. (Pilot, SS. Alden) 243

Larsen, Ludwig (Coal passer, Storstad) 307

Leslie, Crawford S. (Marconi Operator, Father Point) 247

Liddell, Robert (Senior 3rd Engineer, Empress) ' 142

Macdiarmid, John (Diver, H.M.S Essex) 397

McEwen, John (Seaman, Empress) 189

McEwen, James (Engineer, Empress) 222

215—1| 8

4 MARINE AND FISHERIES .

5 GEORGE V., A. 1915

Mclsaac, J. E. (Dominion Coal Co'y) 325, 329

Mc Williams, John (Telegraph Manager, Father Point) 250

McOnie, (Jr. Engineer, Empress) 447

Mori, William (Night Watchman, Empress) . . 331

Murray, Captain (Harbour Master, Quebec) 228

Murphy, John (Quartermaster, Empress) 124, 185

O'Donovan, George (Engineer, Empress) 214

Olveren, Sans (Sailor, Storstad) 235

Petersen (Sailor, SS. Alden) 239

Pouliot, Captain (D.G.S. Lady Evelyn) 327

Powell, Leonard (Asst. Steward, Empress) 380

Pugmire, Ernest (Passenger, Empress) 253

Radley, Alexander (Boatswain's mate, Empress) 383

Rankin, James (Passenger, Empress) 373

Reinertz, Einar (2nd Officer, Storstad) 298

Reid, John (Naval Architect) 453

Sabje, Odin (2nd Mate, SS.Alden) 233

Sampson, William (Chief Engineer, Empress) 149, 164

Saxe, Jacob (3rd Officer, Storstad) 254

Singdahlsen, Jacob (3rd Enginer, Storstad) 285

Smart, G. B. (Passenger, Empress) 130

Syversten, Aaron (Chief Engineer, Storstad) 293

Staunton, H. G. (Superintendent Life Saving Apparatus, C.P.R.) 212

Townshend, Miss (Passenger, Empress of Ireland) 444

Toftenes, A. S. G. (Chief Officer, Storstad) 59, 309, 353

Tonder, Knute (Sailor, Storstad) 304

Walsh, Capt. John F. (Marine Superintendent, C.P.R.) 159, 338, 344

Whitehead, Wilfrid (Diver, H.M.S. Essex) 399

Whiteside, W. J. (Marconi Operator, Father Point) 249, 355

Williams (Chief 2nd Steward, Empress) 195

Wotherspoon, William Wallace (Superintendent of Diving Operations).. ..355, 382

SPEECHES OF COUNSEL.

Aspinall, K. C 500

Aspinall, K. C. (inreply) 560

Gibsone, K C 496

Haight, Charles S 535

Newcombe, K. C 571

5 GEORGE V. ' SESSIONAL PAPER No. 21b A. 1915

COMMISSION OF INQUIRY

INTO THE LOSS OF THE BRITISH STEAMSHIP

"EMPRESS OF IRELAND,'

OF LIVERPOOL- (O. No. 123972)

THROUGH COLLISION WITH THE

NORWEGIAN STEAMSHIP "STORSTAD."

FIRST DAY.

Quebec, Tuesday, June 16, 1914.

The Commissioners appointed by the Honourable John Douglas Hazen, the Min-
ister of Marine and Fisheries of Canada, under Part X of the Canada Shipping Act
as amended, to enquire into a casualty to the British Steamship Empress of Ireland,
in which the said steamship belonging to the Canadian Pacific Railway Company was
sunk in collision with the Norwegian Steamship Storstad, in the River St. Lawrence
on the morning of Friday the 29th day of May, 1914, met at Quebec this morning, the
sixteenth day of June, 1914.

present :

Commissioners :

The Right Honourable John Charles, Baron Mersey, President ;

The Honourable Ezekiel McLeod, Chief Justice of New Brunswick, local Judge
in Admiralty for the Exchequer Court of Canada for the New Brunswick Admiralty
District;

The Honourable Sir Adolphe Basile Routhier, Ex-Chief Justice of Quebec, local
Judge in Admiralty of the Exchequer Court of Canada for the Quebec Admiralty
District.

Assessors:

Commander W. F. Caborne, C.B., R.N.R.

Engineer Commander P. C. W. Howe, R.N.

Capt. L. A. Demers, F.RA.S., Dominion Wreck Commissioner.

Professor John Joseph Welch, M. Sc. Inst. C.E.

Alleyn Taschereau, Secretary of the Commission.

At the opening of the Court, the Secretary read the Commission :

CANADA.

To the Right Honourable John Charles, Baron Mersey, The Honourable
Ezekiel McLeod, Chief Justice of New Brunswick and Local Judge in Admiralty of
the Exchequer Court of Canada for the New Brunswick Admiralty District, and the
Honourable Sir Adolphe Basile Routhier, Local Judge in Admiralty of the Exchequer
Court of Canada for the Quebec Admiralty District.

Greeting :

MARINE AND FISHERIES

5 GEORGE V., A. 1915

Know you that under and by virtue of the provisions of Part X of the Canada
Shipping Act as amended, and in virtue of all other powers in that behalf in me
vested, I, the Honourable John Douglas Hazen, The Minister of Marine and Fisheries
of Canada, do hereby nominate, constitute and appoint you, the said John Charles,
Baron Mersey, Ezekiel McLeod and Sir Adolphe Basile Bouthier to be Commissioners
to hold a formal investigation, under and subject to the requirements of the said Part
X of the Canada Shipping Act as amended, into and concerning a shipping casualty
which I, the said Minister, consider to be of extreme gravity and special importance,
and with respect to which I have ordered a formal investigation under the authority
of the said statute, whereby the British steamship Empress of Ireland of about 8,028
tons, registered tonnage, official number 123972, of which the Canadian Pacific Bailway
Company was the registered owner and H. G. Kendall was the Master, was sunk in
collision with the Norwegian steamship Storstad, in the Biver St. Lawrence on the
morning of Friday the twenty-ninth day of May, 1914, and many lives of the passengers
and crew of the said steamship Empress of Ireland were lost.

To have and to hold exercise.and enjoy the office of Commissioners as aforesaid
unto you the said John Charles, Baron Mersey, Ezekiel McLeod, and Adolphe Basile
Bouthier, together with all and every the powers, rights, authority and privileges, and
subject to the obligations and requirements, under and by virtue of the said Part X
of the Canada Shipping Act to or in respect of the said office of right or by law
appertaining or enacted.

And I do moreover designate you, the said John Charles, Baron Mersey, to be the
President of the said Commission or court hereby constituted.

Given under my hand at Ottawa this 13th day of June, in the year of Our Lord
one thousand nine hundred and fourteen.

J. D. HAZEN,

Minister of Marine and Fisheries, of Canada.

At the request of Lord Mersey the following appearances were announced : —

For the Crown —

E. L. Newcombe, K.C, Deputy Minister of Justice.
Eusebe Belleau, K.C.,

Assisted by Alexander Johnston, Deputy Minister of Marine and Fisheries
of Canada, and George C. Yaux, for the British Board of Trade.

For Canadian Pacific Bailway Company —

Butler Aspinall, K.C.

E. W. Beatty, General Counsel, C.P.R.

Fred. E. Meredith, K.C.

A. R. Holden, K.C.

For Master, Engineers and Officers of the ' Empress of Ireland ' —

Aime Geoff r ion, K.C.
Cecil Thompson.

For ' Storstad '—

C. A. Duclos, K.C.
Charles S. Haight.
John W. Griffin.
Norman B. Beecher.
Arthur Fitzpatrick.

EMPRESS OF IRELAND— STORSTAD COLLISION 7

SESSIONAL PAPER No. 21b

For Dominion Coal Company, Charterers of the ' Storstad' —
Hector Maclnnes, K.C.

For the Shipping Federation of Canada —
Thomas Robb, Manager and Secretary.

For National Sailors' and Firemen's Union of Great Britain and Ireland —
George F. Gibsone, K.C.

(Lord Mersey to Mr. Gibsone). — You may appear and put any questions you wish
to put through the Bench. Now, Mr. Newcombe, will you be kind enough to state your
case?

Mr. Newcombe. — My Lord, the commission has been read and the purpose of the
inquiry has been made known. It is a commission constituted under statutory powers
to investigate the causes of a shipping casualty which most deplorably reaches the
dimensions of an appalling disaster. The steamship Empress of Ireland left Quebec at
about twenty-seven minutes past four on the afternoon of the 28th of May in charge of
the Quebec pilot Camille Bernier with a crew of 420 hands and 1,057 passengers of
whom 87 were first class, 253 second class and 717 third class, and carrying some general
cargo bound for Liverpool. She put down her pilot at Father Point at about half past
one in the morning of the 29th of May and proceeded to sea. She arrived off Cock Point
buoy, which is the next point marked upon the chart shortly below Father Point on the
south shore of the St. Lawrence, at, or about, two o'clock, and at that time, apparently,
as far as I understand the case, she was still on her course to make the offing usual or
necessary before directing her course down the river to the sea. At that place she came
into collision with the Norwegian steamer Storstad, which was bound from Sydney,
Nova Scotia, up the river to Montreal with a full cargo of coal. On board the Empress
there were 1,477 persons; 463 were saved and 1,014 lost their lives. The catastrophe
was very sudden ; the Empress of Ireland received a very severe blow on her starboard
side struck by the starboard bow of the Storstad. She began to fill, turned over on her
beam ends and sank almost immediately ; according to the estimate she remained afloat
not more than fifteen or twenty minutes at the outside from the time of the contact.

As to the classification and rating of the passengers and crew, there were 87 first
class passengers of whom 36 were saved and 51 lost; of the 253 second class passengers,
48 were saved and 205 lost; of the 717 third class passengers, 133 were saved and 584
lost. Of the crew of 420 hands, 246 were saved and 174 lost. These figures have been
supplied by the owners of the ship and are subject to correction in the inquiry. I am
informed that they have experienced very great difficulty in getting out an exact list
owing to the discrepancies in the names of the passengers, particularly in regard to the
continentals, shown on the manifest, and the names given by the survivors. The figures,
therefore, must be accepted subject to such further information as may be obtained in
the inquiry.

This dreadful catastrophe was the subject of very earnest consideration by His
Majesty's Government and by the Government of this country, and the sympathy of
both Governments, no doubt, goes out in the largest measure to the survivors and
to the relatives and friends of those who so unfortunately perished. It was
felt that the case invited the most searching inquiry, not only to ascertain the
immediate cause of such an extraordinary and disastrous occurrence, but also that the
investigation might extend to the more remote causes, if any, connected with the
structure, equipment or mechanism of the ship so that it might be known whether
any lesson could be learned for future guidance in the projecting, preparation and
outfitting of passenger ships in order to see to their preservation in case of similar
accidents.

Communications were exchanged between the two Governments. It was con-
sidered that the case should properly be investigated in Canada where the accident

8 MARINE AND FISHERIES

5 GEORGE V., A. 1915

occurred and that the best talent, skill and experience should be made available upon
the Commission of Inquiry. Special legislation was obtained at the Session of Par-
liament which has just closed. Your Lordship yielded to an invitation to preside
at the inquiry, two distinguished Canadian Judges have loaned their services, techni-
cal officers and assessors in various branches of the sciences, arts and crafts involved,
architecture, structure and navigation, have been named; and so, as this has been
the most dreadful shipping disaster in the history of the country, the most important
Board ever constituted here to consider a shipping casualty has been named to inves-
tigate and inquire.

The causes, present and remote, contributing to the accident will doubtless be
ascertained. I am not quite, a»t the moment, in a position, unfortunately, to outline
or indicate to the Court the rival contentions of the two ships. They had apparently
sighted each other and come into such relations as would require their navigating
officers to determine the application of the rules for safe crossing at a time and under
conditions which not only made possible but should have facilitated the execution of
any proper manoeuvre and it would seem to be impossible to suppose that such an
accident could have occurred without fault on the part of one or perhaps both of the
ships concerned. It will be realized that the force of the collision was very great and
that immense damage must have been done to the hull of the Empress of Ireland con-
sidering that she remained afloat for only a few minutes. This is a very great shock to
the confidence which people were beginning to feel in the floating capacity of these
large passenger ships and to thejir belief that no collision, no matter how severe, could
have the effect of sinking a ship of the size and equipment of the Empress in such a
short space of time. The nature of the damage which the Empress received cannot be
proved. She disappeared immediately. Divers have been there but I am informed
that it is impossible for divers, owing to the fact that she is lying on her wounded
side in the mud, to ascertain what the condition of the starboard side of the ship is
unless the ship can be raised which, I anticipate, is impossible. Plans and details of
the ship will be produced and witnesses will be called to explain and comment on these
phases of the case. Explanations will be called for as to the boats, life preservers and
such life-saving furniture as were provided. Moreover, it is intended to afford the
fullest opportunity, and an invitation is extended to all persons who can give any
useful information or make any material inquiries or statements, to come forward and
assist the Tribunal with testimony or suggestions.

By reference to the chart it will be seen that the accident happened 700 miles
or more from the point where the St. Lawrence expands into the gulf, and yet the
Empress was only at the beginning of the great waterway which forms such a mag-
nificent entrance to this country. The St. Lawrence route is, of course, not free from
those perils which are incident to all navigation in touch with the land, but the Gov-
ernment has taken care to provide an adequate system of lights and the channel has
been well buoyed and marked where requisite in order to make safe, as far as may be
artificially possible, the unequalled natural advantages which have been provided by
this magnificent system of river and lake navigation. It is anticipated with confi-
dence that those who desire to disparage the St. Lawrence route cannot propound or
suggest a reason for attributing this disaster to any peril especially incidental to the
St. Lawrence route or even to the river navigation. The question of pilotage is not
involved. The ship had passed the pilotage district. She was in sea-way of upwards
of 30 miles in breadth. She lies upwards of two miles from the south shore from
which she was making her offing, so that the difficulties of navigation, whatever they
may have been, were not due to the proximity of the land or to the lack of sea room.
The pilotage district extends from Quebec to Father Point. That was the place where
the pilot was put down, and the Empress was at that time opposite that point. The
vessels were practically in such a position that they were at sea and the regulations
for preventing collisions at sea applied to the case.

In accordance with the requirements of the general rules for formal investiga-
tions into shipping casualties under the Merchant Shipping Act, and having regard

EMPRESS OF IB ELAND— STORSTAD COLLISION 9

SESSIONAL PAPER No. 21b

to the provisions of The Canada Shipping Act, part 10, sections 788 and 795, the sur-
viving officers of the Empress of Ireland, and the officers of the Norwegian vessel,
have been served with notice and questions. Section 788 of The Canada Shipping
Act, and there is a similar section in the Merchant Shipping Act, 1894, provides that:

" Whenever a formal investigation is likely to involve a question as to can-
celling or suspending of the certificate of competency or service of any master,
mate, pilot, or engineer, he shall be furnished with a copy of the report or
statement of the case upon which the investigation has been ordered."

And 795 :

" Every formal investigation shall be conducted in such manner that, if a
charge is made against any person, such person shall have an opportunity of
making a defence."

A report of the case was made by the Deputy Minister of Marine and Fisheries
on the 10th of June to the Minister in these terms: —

Department of Marine and Fisheries,

Ottawa, June 10, 1914.

EMPRESS OF IRELAND — STORSTAD COLLISION.

Sir, — I have the honour to report that on Thursday, the 28th ultimo,
the British steamship Empress of Ireland, official No. 123972, of 8,208 tons
register, owned by the Canadian Pacific Eailway Company and in charge of
Captain H. G. Kendall as master, sailed from Quebec on a regular voyage to
Liverpool, carrying, in addition to her officers and crew, a large number of
passengers; She called at Eimouski, in the ordinary course of her voyage,
and left there in the early morning of the 29th ultimo, putting down her pilot
at Father Point, and proceeding to sea. Very shortly afterwards, and within
a few miles of Father Point, for some most unfortunate reason, of which
I am not informed, the Empress of Ireland came into collision with the
Norwegian steamship Storstad, which was proceeding up river on a voyage
from Sydney to Montreal, with the result that the former sank within a few
minutes after the collision and a great number of her passengers and crew
were drowned. The loss of life is approximately estimated at 1,000 souls. It
is, of course, obvious that the collision could not have occurred without fault
in the navigation of one or other or both of the vessels concerned, and it is. I
submit most important in the public interest that a. formal investigation
should be held under the provisions of the Canada Shipping Act to ascertain
the. facts of the case and the causes which led to the disaster.

I, therefore, recommend that a formal investigation be ordered pursuant
to the provisions of the law in that behalf.

I have the honour to be, Sir,

Your obedient servant,

A. JOHNSTON,

Deputy Minister of Marine and fisheries.

The Honourable

The Minister of Marine and Fisheries.
Ottawa.

The recommendation is approved by the endorsation of Mr. Hazen, the Minister,
upon the letter as follows : ' Recommendation hold formal investigation approved.
J. D. H.'

10 MARINE AND FISHERIES

5 GEORGE V., A. 1915

This has been served, as well as the questions which have been formulated and
which are as follows : —

1. When the SS. Empress of Ireland left Quebec on or about the 28th of
May last —

(a) What was the total number of persons employed in any capacity
on board her, and what were their respective ratings?

(b) What was the total number of her passengers, distinguishing
sexes and classes and discriminating between adults and children?

2. On leaving Quebec, on or about the 28th day of May last, did the SS.
Empress of Ireland comply with the requirements of the M. S. Acts, 1894 to
1906, and the rules and regulations made thereunder, with regard to the safety
and otherwise of ' passenger steamers ' and ' emigrant ships ' ?

?>. In the actual design and construction of the SS. Empress of Ireland
what special provisions, if any, were made for the safety of the vessel and the
lives of those on board, in the event of collisions and other casualties?

4. Was the SS. Empress of Ireland sufficiently and efficiently officered and
manned ?

5. Were the arrangements for manning and launching the boats on board
the SS. Empress of Ireland in case of emergency proper and sufficient? Had a.
boat drill and bulkhead door drill been held on board, and if so when? What
was the carrying capacity of the respective boats? What number and descrip-
tion of life buoys and life jackets were on board the vessel? Where were they
carried? Were they in good condition and adequate for the purpose intended?

6. WTiat installations for receiving and transmitting messages by wireless
telegraph were on board the SS. Empress of Ireland ? How many operators were
employed in working such installations? Were the installations in good and
effective working order? Were the number of operators sufficient to enable
messages to be received and transmitted continuously by day and night?

7. At or prior to the sailing of the SS. Empress of Ireland from Quebec on
the 28th May last, what, if any, instructions as to navigation were given to
the master, or known by him to apply to her voyage? Were such instructions,
if any, safe, proper and adequate, having regard to the time of the year and
dangers likely to be encountered during a voyage?

8. When leaving Quebec on or about the 28th of May last, was the vessel
in charge of a Quebec pilot? If so, when and where was the pilot discharged,
and what was the condition of the weather at that time?

9. After the pilot left the ss. Empress of Ireland was a double watch on
deck?

10. At what time on the morning of the 29th May last —

(a) did the Empress of Ireland first sight the light or lights of the
Norwegian steamer Storstad, and in what position was the Empress then?

(b) did the Norwegian steamer Storstad first sight the light or lights
of the SS. Empress of Ireland and in what position was the Storstad then?

At this time were the vessels crossing so as to involve risk of collision
within the meaning of Art. 19 of the regulations for preventing collision
at sea? If so, did the Empress of Ireland comply with the provisions of the
said article and of articles 22 and 23, and did the SS. Storstad comply with
article 21 of said regulations ?

11. After the vessels had sighted each other's lights did the atmosphere
between them become foggy or misty, so that lights could no longer be seen?
If so, did both vessels comply with article 15 and did they respectively indicate
on their steam whistles or sirens the course or courses they were taking by the
signals sent out in article 28 of the said regulations?

EMPRESS OF. I RE LAND— STORSTAD COLLISION 11

SESSIONAL PAPER No. 21b

12. Were the circumstances of this case such as to bring into operation
the provisions of articles 27 and (or) 29 of the said regulations? If so, did the
masters of both vessels take prompt and proper means or measures to comply
with the requirements of the said articles?

13. In what position in the River St. Lawrence and at what time on the
morning of the 29th of May last, did the collision occur between the SS. Empress
of Ireland and the SS. Storstad? At what time did the SS. Empress of Ireland
founder, and how was it that she sank so quickly after the collision had occur-
red?

14. Was proper discipline maintained on board the SS. Empress of Ireland
after the casualty occurred?

15. What messages for assistance were sent by the Empress of Ireland after
the casualty, and at what times respectively? Were the messages sent out
received at the wireless station at Father Point? Were prompt measures taken
by those on shore to render assistance? What assistance was rendered by the
Government steamers Eureka and Lady Evelyn?

16. Was the apparatus for lowering the boats on the SS. Empress of Ireland
at the time of the casualty in good working order? How many boats were got
away before the vessel sank?

Did the boats, whether those under davits or otherwise, prove to be service-
able for the purpose of saving life? If not, why not? What steps were taken
immediately on the happening of the casualty? How long after the casualty was
its seriousness realized by those in charge of the vessel? What steps were theu
taken? Were all water-tight doors in bulkheads immediately closed? What
endeavours were made to save the lives of those on board and to prevent the
vessel from sinking?

17. How many persons on board of the SS. Empress of Ireland at the
time of the casualty lost their lives by (1) being killed by the collision, or
injuries from the collision, (2) accidents on board?

What was the number of (a) passengers; (b) crew, taken away in each
boat on leaving the vessel? How was this number made up, having regard to
1, sex; 2, class; 3, ratings?

How many were children and how many were adults? Did each boat
carry its full load, and if not, why not?

How many persons were ultimately rescued, and by what means? What
was the number of passengers, distinguishing between men and women, and
adults and children, of the first, second and third classes respectively, who
were saved? What was the number of the crew, discriminating their ratings
and sex, who were saved ?

18. Did the Master of the SS. Storstad comply with Article 422 of the
M.S. A., 1894?

19. Was a good and proper lookout kept on board of both vessels?

20. Was the loss of the Empress of Ireland and (or) the loss of life caused
by the wrongful act or default of the Master and First Officer of that vessel,
and the Master, First, Second and Third Officers of the SS. Storstad, or of
any of them?

These are the questions and the order for the inquiry which have been served.

(To Mr. GeofTrion) : Do you admit service upon the master?

Mr. Geoffriox. — If my learned friend will give me the names of those he claims
to have served I will tell him.

Mr. Newcombe. — Do you admit service on H. G. Kendall, master; Edward Jones,
first officer, and William Sampson, chief engineer?

Mr. Gecffpion. — Yes.

12 MARIXE AND FISHERIES

"5 GEORGE V., A. 1915

Mr. Newcombe (to Mr. Duclos). — Do you admit service upon Thomas Andersen,
master; Alfred Toftenes, first officer; Einar Reinertz, second officer; Jakob Saxe,
third officer; L. Syvertsen, chief engineer, and Jakob Singhalsen, third engineer of
the Storsiadl

Mr. Duclos. — We admit service.

Lord Mersey. — Will you give us copies of the letter and questions you have
read?

Mr. Newcombe. — We will hand them up, Sir. The Empress of Ireland was a
British steamship, built by the Fairfield Shipbuilding Company, of Glasgow, in the
year 1906. Her length was 54'3.9 feet, her breadth 65.75 feet, and her depth 41.02
feet. She was rigged as a schooner, and registered at the Port of Liverpool, her
official number being 123972, and her tonnage, after deducting 6,162.28 tons for pro-
pelling power and crew space, was 8,028.17 registered tons. She was owned by the
Canadian Pacific Railway Company, Mr. Arthur Baker, of 62/5 Charing Cross,
London, S.W., being the registered manager of the vessel.

A certified copy of the vessel's register, containing the above and other
particulars, is produced and handed in. (Document filed and marked
Exhibit 'A'). The vessel was built under special survey by the Board of Trade and
Lloyds surveyors and evidence as to her class will be produced.

Mr. Aspixall. — I am told that she was classed 100 a-1.

Mr. Newcombe. — Thank you. Copies of the plans are here and will be pro-
duced and explained by Mr. Hillhouse, chief naval architect of Fairfields, the builders.

The vessel held a passengers' certificate granted by the Board of Trade, and
dated 20th February, 1914, enabling her to carry 1,860 passengers in the foreign
trade. The complement of her crew is given as 372 hands. A copy of the Passenger's
Certificate, and the declaration of the surveyor upon which it was granted, are handed
in. (Document filed and marked as Exhibit 'B').

I should observe that from the declaration of the surveyor, the vessel was fitted
with 758 fixed berths for third-class passengers, but was only allowed to carry 714
third-class passengers. The explanation of this is that the vessel was required to
carry boats for all. From the Passenger's Certificate it will be seen that she carried
40 boats, capable of accommodating 1,'860 persons. With a crew of 372 hands, there-
fore, the vessel could only accommodate 1,488 passengers, instead of 1,532, for which
number fixed berths were fitted. In addition to the 40 lifeboats above referred to the
Passenger's Certificate and declaration show that the vessel carried 2,100 life jackets,
viz : 1,950 life jackets for adults and 150 life jackets for children. She was also sup-
plied with 18 life buoys, 9 life buoys being fitted with lights.

The Passenger's Certificate referred to, dated 14th February, 1914, remained in
force, unless previously cancelled, until the 7th February, 1915. The surveyor who
made the survey and signed the declaration was Mr. J. Dow, one of the Board of
Trade engineers and ship surveyors. The vessel was also surveyed and passed by the
Board of Trade surveyors as an Emigrant ship. On the 15th May last, the vessel
was cleared as an Emigrant ship at Liverpool by the Board of Trade Emigration
officer, and the reports of the survey then made will be found in the copy of the report
of survey signed by the officers who made them, which I produce and put in. (Docu-
ment filed and marked Exhibit 'C'). It appears that on this occasion 16 boats were
swung out and the surveyor who saw this done testifies that he was satisfied that the
ship was in all respects fit for the intended voyage and that the requirements of the
Merchant Shipping Acts had been complied with. On leaving Liverpool on the 15th

Impress of Ireland— storstad collision 13

SESSIONAL PAPER No. 21b

of May last, as an emigrant ship, the report of the survey shows that the vessel car-
ried:

Persons.

16 steel boats under davits accommodating" 764

20 wood and canvas Engelhardt boats accommodating 920

4 wood and canvas Berthon boats accommodating 176

40 boats accommodation. . 1,860

She carried 2,212 life belts, 150 childrens' life belts and 24 life buoys. The surveyor
certifies that the ship was supplied with all the life-saving appliances.

I am able to produce a copy of the Canadian Pacific Railway Company's Regu-
lations and Instructions in hook form, issued by them to their masters and officers,
and which were the instructions prevailing as between Captain Kendall and his
Company upon the occasion of this voyage. There are a number of these Rules
which it might be important

Lord Mersey. — What rules?

Mr. Newcombe. — The regulations issued by the company to their masters. Would
your Lordship desire me to read any of these ?

Lord Mersey. — You might let us have three copies, one for each of us. I do not
think it is material that you should read them.

Mr. Newcombe. — I might make a brief reference to indicate their general char-
acter.

Lord Mersey. — Are you instructed to make any complaint at all as to the construc-
tion, condition or equipment of the Empress of Ireland?

Mr. Newcombe. — No, My Lord, I have no such instructions.

Lord Mersey. — Then, if you are not going to make any complaint, I do not
think it is necessary that you should deal with these matters in detail.

Mr. Newcombe. — Very well, My Lord. Then, that brings me to the question of
witnesses.

Lord Mersey. — It ought to bring you first to the question of the navigation of
the two ships which led to the disaster.

Mr. Newcombe. — I propose to show that, by calling the navigating officer.

Lord Mersey. — If you would rather, in opening up that part of your case, leave
it to the witnesses to put the case before us you are quite right in doing so.

Mr. Newcombe.. — The Tribunal will understand that counsel have come here from
various quarters and that last evening, after the arrival of the train, was perhaps
the first occasion upon which they had had an opportunity of exchanging views. There
has been the utmost harmony between counsel and everybody has been anxious to give
all information to assist in elucidating the facts. I have had handed to me since I
came into Court, for the reason that it could not be prepared earlier 'because of the
lack of typewriters, etc., a statement of the testimony which will be offered by the
captain of the Norwegian boat and following that there will be other statements from
that side very shortly. My learned friend, Mr. Meredith, was good enough to give
me last evening a short statement of the position as it will be testified to by Captain
Kendall and his officers, as I understand. This is rather a summary of the situation than
a brief of the statement. Under these circumstances, subject to the direction of the
Tribunal, I would call Captain Kendall.

Lord Mersey. — I see by this Act of Parliament that the commissioners, before
doing anything, are required to take and subscribe to an oath. Is that a provision that
is in force? I am only asking you, Mr. Newcombe, as a representative of the Govern-
ment and, if so, I want to know who is going to administer the oath. I am referring

14 MARINE AND FISHERIES

5 GEORGE V., A. 1915

to the repealing- section which, as I understand, is re-enacted in the later Act. It is
section 786. Mr. Aspinall, do you know anything about this oath which we are
supposed to take?

Mr. Aspinall. — My Lord, I know nothing about it. But, my Lord, might I be
allowed to take this opportunity of expressing, on behalf of the directors of the Cana-
dian Pacific Railway Company, our profound sympathy with the relatives of those
unfortunate people who lost their lives on the occasion of this casualty? Having said
that, I might add that I do not know whether it would be convenient for your Lord-
ships to see the statement or summary of our case to. which Mr. Newcombe has re-
ferred. We have drawn up this summary and last night we handed it to Mr. New-
combe, and it appears to me it would be probably of very great assistance to make use
of it in following the evidence which is about to be given.

Lord Mersey. — Yes, Mr. Aspinall, probably it would be of the greatest assistance,
but first of all I want to get this question of the oath cleared up.

Mr. Aspinall. — Well, my Lord, my learned friend, Mr, Holden, who is associated
with me in this case, thinks he can give your Lordships some information upon that
point.

Mr. Holden. — My Lord, the section of our Canadian Shipping Act referring to
this matter is Section 786, and reads as follows — this section was enacted in 1908, and
as I said, reads as follows:

786. Every commissioner and assessor, before entering upon his duties,
shall take and subscribe an oath well, faithfully and impartially to execute the
duties assigned to him by this Part.

As we understand it, the Commission is acting under that Statute, and, therefore,
affected by that section and by all other sections of the Act that may be applicable.

Lord Mersey. — Now then, Mr. Holden, can you tell me something more — who is
to administer the oath?

Mr. Holden. — I am sorry, my Lord, but I do not find anything in the Statute
that covers that.

Mr. Newcombe. — I have sent out for the Interpretation Act, my Lord, I think
there may be something in that which will guide us.

Lord Mersey. — Do you understand that the administration of this oath is a condi-
tion precedent to our hearing the case, because if so let us take it at once.

Mr. Holden. — When I said, my Lord, that I did not find anything in the Statute
as to who should administer the oath, I did not mean to say that under our Canadian
law no one is qualified to administer the oath. I know that there are officials who are
qualified, and I merely meant that the Shipping Act did not seem to make any provi-
sion for the administration of the oath.

Lord Mersey. — Yes, but you said that the administration of this oath is a condi-
tion precedent to our undertaking this inquiry.

Mr. Holden. — Yes, my Lord, that is our understanding of the law.

Lord Mersey. — Then we had better take the oath at once. It cannot do any harm
anyway.

Mr. Newcombe. — I find here in Section 25 of the Interpretation Act of the Kevised
Statutes of Canada, 1906, the following:

EMPRESS OF IRELAND— STORSTAD COLLISION 15

SESSIONAL PAPER No. 21b

25. Whenever by any Act of Parliament or by a rule of the Senate or
House of Commons or by an order, regulation, or commission made or issued
by the Governor in Council, under any law authorizing him to require the tak-
ing of evidence under oath, evidence under oath is authorized or required to be
taken, or an oath is authorized or directed to be made, taken, or administered,
the oath may be administered and a certificate of its having been made, taken
or administered may be given by anyone authorized by the Act, rule, order,
regulation, or commission to take the evidence, or by a judge of any court, a
notary public, a justice of the peace, or a commissioner for taking affidavits,
having authority or jurisdiction within the place where the oath is administered.

Therefore, your Lordships may take the oath before any of the officers, named in
this Act.

Lord Mersey. — Yes it would appear that any of the officers mentioned in this Act
have authority to administer the oath. Are you a justice of the peace, Mr. Newcombe ?

Mr. Newcombe. — No, your Lordship, I have not that honour.

Lord Mersey. — Well, is there anyone here who is?

Mr. Newcombe. — Do I understand that your Lordship prefers to be sworn before
a justice of the peace?

Lord Mersey. — I do not in the least mind before whom I take the oath, but I do
mind about this : it seems to be in order, and I wish to be sworn.

Mr. Newcombe. — I understand that Judge Langelier, who is a judge of the
sessions, is present, and as such has the authority to administer the oath.

Lord Mersey. — You say that by this statute he has the authority to administer
the oath?

Mr. Newcombe. — Yes, my Lord.

Lord Mersey. — Then let us be sworn.

(At this point Lord Mersey, Sir Adolphe Kouthier, and Chief Justice McLeod
took the statutory oath before Judge Langelier of the Court of the Sessions of the
Peace.)

Lord Mersey. — Now we take it, Mr. Newcombe, that you now put in the docu-
ments that have been produced before the oath was taken by the members of the Court ?

Mr. Newcombe:— Yes, my Lord, with the permission of the Court the documents
will be taken as having been filed subsequent to the taking of the oath.

Lord Mersey. — Now, Mr. Newcombe, doesn't the Statute provide also that the
assessors should be sworn?

Mr. Newcombe. — Yes, my Lord, it does.

Lord Mersey: — Then let them be sworn.

(The assessors were duly sworn according to the statutory form of oath, before
Judge Langelier.)

Mr. Aspixall. — My Lord, I have two further copies of that statement which I
handed in, and I am having others made so that the Assessors will also be provided
with them.

Lord Mersey. — Do I understand that you had handed in copies for the Court?

Mr. Aspinall. — Yes, my Lord.

Lord Mersey. — Well I must say that for myself I did not see it.

Mr. Aspixall. — I was wishful that your Lordship should have it. May I now
hand in two more copies for the Assessors. My Lord, that document is a brief and I

16 MARINE AND FISHERIES

5 GEORGE V., A. 1915

hope a succinct statement of the facts which we are going to present to the Court as
being the material facts which led up to this collision.

Lord Mersey. — Of course it is not evidence.

Mr. Aspinal. — No, my Lord, it is not evidence.

Lord Mersey. — It is a statement of the theory you are about to put forward and
the facts on which it is based?

Mr. Aspinall. — Yes, my Lord, I will read it to the Court. The statement is as
follows :

Between one a.m. and two a.m. May twenty-ninth, 1914, the Empress of Ireland,
a twin-screw steamship of 14,191 tons gross, and 8,023 tons net register, 562 feet in
length, was in the River St. Lawrence, on the south side of the river, a few miles
below Father Point.

She was in the course of a voyage from Quebec to Liverpool, carrying passengers,
mails and general cargo and manned by a crew of 420 hands all told.

Having shortly before dropped her pilot, she was on the course of North 50 E.
by compass, and was making about 17 knots an hour through the water. A good
lookout was being kept on board of her, and her regulation lights were duly exhibited
and burning brightly. Her master, first and third officers, were on the bridge.

In those circumstances those on board the Empress of Ireland sighted the masthead
iights of a steamer, which proved to be the Storstad, on the starboard bow, and distant
several miles.

Shortly afterwards, the course was altered to N. 76 E., on which course the
Empress of Ireland was steadied, and she proceeded on, still having the masthead lights
of the Storstad on her starboard bow.

A little later the green light of the Storstad was sighted on the starboard bow of
the Empress of Ireland, and very shortly afterwards a fog bank was seen coming off the
land, whereupon the engines of the Empress of Ireland were stopped and reversed full
speed, and her whistle was blown three short blasts.

The fog shut out the lights >of the Storstad. A prolonged blast of the Storstad's
whistle was heard on the starboard bow of the Empress of Ireland. The whistle of the
Empress of Ireland was again blown three short blasts. A long blast from the Storstad
was again heard on the starboard bow of the Empress of Ireland. At about this time,
the Empress of Ireland being stopped in the water, her engines were stopped and two
long blasts were sounded on the whistle. Another long blast was heard from the
Storstad, still on the starboard bow. The whistle of the Empress of Ireland was again
sounded two long blasts.

Very soon afterwards the mashead light and the two side lights of the Storstad
were seen close to, broad on the starboard bow of the Empress of Ireland, approaching
at fast speed.

The master of the Empress of Ireland, by megaphone, hailed the Storstad to go
full speed astern,- and at about the same time the Storstad was heard to sound three
short blasts.

In the hope of possibly avoiding or minimising the effect of the collision, the
engines of the Empress of Ireland were ordered full speed ahead, and her helm was
ordered to be put hard aport, but the Storstad, continuing to come on fast, struck the
Empress of Ireland between the funnels, and penetrated through her steel decks to the
extent of fifteen to twenty feet.

The engines of the Empress of Ireland were immediately stopped, and the Storstad
was requested by megaphone to go full speed ahead, but the ships separated, and there-
upon an attempt was made to go ahead with a view of beaching her, but the Empress
of Ireland, which was listing heavily to starboard, continued to list, and shortly after-
wards sank.

Now, my Lord, in view of the fact that we have prepared this document which I
have just read 1 am not making any complaint of unfair treatment, but at the

EMPRESS OF IRELAND— STORSTAD COLLISION 17

SESSIONAL PAPER No. 21b

same time it seems to me that it would only be fair that those who represent the
Storstad should do the same thing as soon as they conveniently can.

Mr. Newcombe. — I am assured that they will.

Mr. Aspinall. — I am quite content with that assurance.

Lord Mersey. — Mr. Duclos, how soon will you be in a position to furnish the
court with a statement on behalf of the Storstad, setting forth their case?

Mr. Duclos. — We can make an informal verbal statement at the present moment,
but we had intended to go perhaps a little further and communicate to Mr. Newcombe
a short statement of the evidence that we proposed to give by each individual witness
whose testimony would be tendered. We have already put one or two of them in Mr.
Newcombe' s hands, and during the course of the morning we expect to have the rest.

Lord Mersey. — That is not quite what I want. Have you read this statement put
forward by the Canadian Pacific Eailway Company on behalf of the Empress of
Ireland, Mr. Duclos?

Mr. Duclos. — No, my Lord.

Lord Mersey. — Have you another copy, Mr. Aspinall ?

Mr. Aspinall. — I am afraid I have exhausted all I have, my Lord.

Lord Mersey. — Then you may have mine. Now, Mr. Duclos, will you be good
enough to read it, and we will wait while you are reading it.

Mr. Duclos (after a few moments). — I have read it now, my Lord.

Lord Mersey. — Now, how soon can you furnish us with a similar statement on
behalf of the Storstad?

Mr. Duclos. — At the adjournment of the Court or on resuming this afternoon.

Lord Mersey. — You mean to say we shall adjourn at one o'clock and we shall

reassemble at two now do I understand that at two o'clock you will be in a posi-
tion to give us a statement?

Mr. Haight. — Well, my Lord, it has taken the only stenographer we could get two
hours this morning to type four pages, so I am afraid the difficulty will be one of
stenographic assistance.

Lord Mersey. — Oh, not a bit of it. There are only two and a half pages in this
statement handed in by the Canadian Pacific Railway Company, and if there is any
difficulty in getting it written I will write it out for you myself. You ought to be able
to put your story down at once.

Mr. Newcombe. — If your Lordship will permit me for a moment, it occurs to me
that the stenographers should be sworn on an occasion of this kind.

Lord Mersey. — Oh, by all means.

(At this point Messrs. T. P. Owens, A. W. G. Macalister, and E. C. Young, were
sworn as official reporters.)

Mr. Haight. — If your Lordship prefers we will have a written statement by two
o'clock, but we may have to put it in in handwriting.

Lord Mersey. — Well, we would rather have it at once.

Mr. Haight. — Then I will make it verbally.

Lord Mersey. — Very well.

Mr. Haight. — The steamship Storstad was running on time charter for the
Dominion Coal Company, and on the morning of the collision was on a voyage from
Sydney to Montreal, with a cargo of 10,800 tons of coal. She was abreast of Metis Point

21fc— 2

1.8 MARINE AND FISHERIES

5 GEORGE V., A. 1915

at one- thirty a.m. Sydney time; our engine-room and deck-clock having been set at
Sydney time, and not having been changed.

Lord Mersey. — What is the difference between Sydney time and the time on board
the Empress?

Mr. Haight. — Well, Montreal and Sydney time differ by one hour.

Lord Mersey. — In which way ?

Mr. Haight. — One- thirty by our clock was two-thirty by Montreal time. (This
statement was afterwards corrected by Mr. Haight.) When abreast of Metis Point,
and about four miles off the shore, we laid a course W. £ S. magnetic, and ran on our
patent log six knots. That indicated only our distance run through the water. The
tide had been at low water at about ten o'clock, and would have been at high water at
about four in the morning. At this hour, the flood had run about two-thirds, and the
officers of the Storstad estimate that with that tide the current of the river running
out was approximately one knot an hour. There has, therefore, to be a slight allowance
made by virtue of the current in connection with our readings of the patent log ; but
by the patent log we ran W. I S. six knots. The course was then changed to W. £ S.,
and we ran by our patent log five knots. The lights at Cock Point and Father Point
were visible when we had run that second course, and shortly after that the log was
taken in as being no longer necessary.

After running the five knots W. ^ S. our course was changed W. by S. Just
before the change was made, or just after, the masthead lights of the Empress of
Ireland were seen on our port bow, bearing in the neighbourhood of two or a little
more than two points away. At that time, she was showing only her masthead lights.

Lord Mersey. — At what distance was she?

Mr. Haight. Probably six or seven knots away, and too far off for her coloured
lights to show. About six or seven minutes after we had made out her masthead
lights, we first saw a coloured light, and it was green. She ran showing her green
light for a short interval, and then we saw a change in her course. Her range lights
came together — they had before been somewhat open to start with — and she showed
both the green and the red. She then continued to swing to starboard, shut out the
green and showed the red light only. The witnesses are not exact, nor do they all
agree precisely as to how long the red light of the Empress was showing before the
fog shut her out. According to different stories, it was from two to four or five
minutes that she continued showing her red light when the fog shut her out from
their view, but when she was so shut out the red light was still showing.

After the fog had shut the Empress off, she blew us a signal of one whistle. The
fog had not yet surrounded our boat, but we answered that signal, and when she was
shut out our engines were ordered slow.

Mr. Newcombe. — Was that a long or a short signal?

Mr. Haight. — A long fog whistle was the first whistle blown by the Empress, and
we blew a similar whistle. About two minutes after the fog shut her out and we
slowed, the fog enveloped us, and we rang our engines to stop. The entries in our
engine room log are ' three slow three-two, stop.' After our engines had been -stopped
there was a second exchange of long blasts between the two steamers.

Lord Mersey. — Meaning ?

Mr. Haight. — One long blast — the running whistle in a fog.

Chief Justice McLeod. — There was an exchange of just one blast between the
two ships?

Mr. Haight. Yes, one blast. A little later, we heard a signal of three whistles
blown by the Empress of Ireland. To that we again blew one long whistle.

Lord Mersey. — Meaning what?

EMPRESS OF IRELAND— STORST AD COLLISION 19

SESSIONAL PAPER No. 21b

Mr. Haight. — Simply that we were under way and blowing a long running
whistle as required by the regulations.

Lord Mersey. — Does that mean you are keeping your course?

Mr. Haight. — Yes, my Lord. The vessel was still heading west by south. A
little later, the Chief Officer of the Storstad, in order to make ^ure of ample room.,
says that he ordered the wheel ported. His statement is that he had no idea of dan-
ger, that he had seen the boat go into the fog bearing red to red to him, but that his
engines were stopped and he was slowing down, and didn't want to take any chances
of his boat sheering one way or another, and if he was going to change at all he wanted
to change to starboard. The wheel, when put to port, had no influence upon our
course. It was then put hard-a-port. The third officer, who was also on watch and
on the bridge, himself helped put the wheel over to be sure it should go all the way.
Still the Storstad would not swing, and then, because we had found that our vessel
had lost steerage-way, the third officer pulled the whistle-cord, blowing a signal of
two long blasts as required by the regulations, to mean that our vessel was not under
steerage way. About the same time he blew the two whistles, in order that his vessel
might not become entirely unmanageable, he gave a signal on the telegraph ' slow
ahead', and he whistled down the speaking-tube to the Captain. The Captain, when
he turned in, had said ' if we run into any fog, call me,' and those were his regular
instructions anyway.

The First Officer, when he called the Captain, said, ' it is getting foggy.' The
Captain said, 'Can you see Father Point?' The Chief Officer replied, * It has just
been shut off.' No mention was made of any vessels in the vicinity. The mate's
statement is that he did not think there was the slightest cause for danger or anxiety,
and simply called the master because he had been told to call him if they encountered
fog. The mavter went on the bridge, looked at the compass first, says he had no idea
there was a vessel in the vicinity then, they were steering west by south, and an
instant later saw a masthead light about three points or perhaps a little more on its
port bow. He instantly ordered the engines full speed astern.

The distance between the vessels is estimated by the master — and it is a pure
estimate — at perhaps 800 feet. Immediately after the masthead light showed, he saw
the green light. Probably a minute, or perhaps somewhat over a minute, after the
Empress was first seen the boats came together. The angle was something less than a
right angle, the starboard side of the Empress making an angle with the starboard
side of the Storstad of perhaps three points.

The master of the Storstad heard a hail from the Empress to keep going ahead
or to go ahead full speed. He had no megaphone, and he called back, ' I am going
ahead full speed,' and instantly ordered his engines full speed ahead at the moment
the vessels came together. He states, however, that it was absolutely impossible for
him to keep his stand in the wound, that from an angle of about three points his bow
was swung to starboard until the vessels came almost parallel; that he was swung
around so much he was afraid the starboard quarter of the Empress would hit his
port bow, and then the Empress went off into the fog. He was swung so far to star-
board that in order to bring his heading back towards the land he set his helm hard-
a-port, ordered his engines ahead, and made a complete circle. He blew a number of
signals to the Empress trying to get an answer to find where she was. He got no
answer at all. It was perhaps eight or ten minutes after the collision before he got
his first idea of her whereabouts, while he was manoeuvring, and then he heard cries
from the people who were in the water, a chorus of cries, not an individual cry — he
was not quite close enough for that. He manoeuvred his vessel as close to the vicinity
of the Empress as he dared. His boats were all ready to drop and the moment he was
in a position to do so all four boats were sent away. Our vessel rescued several
hundred of the passengers. The members of the crew of the Storstad manned entirely
one of the Empress boats after it came to the Storstad when she went back the second
time, and partially manned another boat.

21fc— 2}

20 MARINE AND FISHERIES

5 GEORGE V., A. 1915

I do not know that your Lordships are perhaps interested in further details as to
what was done. •

Lord Mersey. — Personally, I do not think we are. We have the story of the navi-
gation. Have you followed it, Mr. Aspinall.

Mr. Aspinall. — Yes, my Lord, I have.

Lord Mersey. — Very well, we are much obliged for your statement, Mr. Haight.
Now, do I understand that it is proposed to call Captain Kendall?

Mr. Haight. — If your Lordship will pardon me for a moment, I have a correction
that I wish to make. One-thirty Montreal time is two-thirty Sydney time, just a
transposition of the hours. It is the other way about. I must apologize for not being
more familiar with Canadian time.

Lord Mersey. — Then, Mr. Newcombe, if you are ready to proceed with the*exam-
ination of Captain Kendall, he might be sworn.

Mr. Aspinall. — My Lord, I should be delighted to assist Mr. Newcombe in the
examination of Captain Kendall, as I am familiar with the evidence that the Captain
will give.

Mr. Newcombe. — I should be only too glad.

Mr. Aspinall. — Subject, of course, to this, that after the cross-examination of
Captain Kendall by Mr. Haight, on behalf of the Storstad, I should have an opportun-
ity of re-examining Captain Kendall if it be necessary.

Lord Mersey. — Certainly.

Henry George Kendall, Captain, ss. Empress of Ireland, sworn.

Now, Mr. Aspinall, it seems to me when we come to the navigation part of the
case, I think we should have a chart.

Mr. Aspinall. — Certainly, my Lord, I have three charts here; the one that I per-
sonally have been working upon, and which seems to be the most convenient, is an
American chart. We have others, and if your Lordship should wish for them they
are at your Lordship's disposal.

Lord Mersey. — Please take care that all those documents are properly marked.

Mr. Aspinall. — Yes, my Lord, I shall. My Lord, the chart I am now handing
in to your Lordship we propose to mark as Chart ' A ' to identify it.

Lord Mersey. — Very well, now you may proceed with the examination of Captain
Kendall.

By Mr. Aspinall:

1. Q. Captain Kendall, do you hold an extra master's certificate? — A. Yes.

2. Q. And have you held it for the last twelve years ? — A. Yes.

3. Q. And on the occasion of this casualty were you the master of the Empmss of
Ireland? — A. I was.

4. Q. In addition to yourself, were there six other officers on the Empress of
Ireland? — A. There were.

5. Q. Did four of them hold master's certificates? — A. Yes.

6. Q. And did two of them hold mate's certificates? — A. Yes

7. Q. Have you been in the service of the Canadian Pacific Railway Company
for the last eleven and a half years? — A. Yes.

8. Q. Did you start in their service as second officer? — A. I did.

KENDALL.

EMPRESS OF IRELAND— STORSTAD COLLISION 21

SESSIONAL PAPER No. 21b

9. Q. And have you for the last six and a half years been in command of their
ships? — A. I have.

10. Q. I think since this casualty your health has been somewhat affected,
Captain Kendall? — A. It has.

11. Q. And if you should at any time wish to be allowed to sit down I have no
doubt that my Lord will allow you — you will kindly tell us so, Captain Kendall, if
you feel unwell? — A. Thank you.

12. Q. Now I want you to give me some general information with regard to the
ship before we approach the details which led to the collision — she was a twin-screw
beat, I believe? — A. She was.

13. Q. And in the event of your putting her full speed astern and not using her
helm, did she keep her heading or cant in any way? — A. She kept her heading.

14. Q. That is the difference between a twin-screw boat and a single-screw boat ?
—A. It is.

15. Q. What speed did she make at full speed ahead? — A. 17 or 18 knots.

16. Q. Through the water? — A. Through the water.

17. Q. And at half speed? — A. About twelve knots.

18. Q. And slow? — A. About from eight to nine.

19. Q. And dead slow? — A. About five.

20. Q. In the event of your ship travelling at full speed and your stopping and
putting your engines astern, in what space of time does she become stationary in the
water? — A. In about two minutes.

21. Q. And what distance does she travel in the water? — A. About two lengths.

22. Q. Have you made any experiment or experiments with regard to that
matter? — A. I have.

23. Q. When?— A. About the 8th of May. . I

24. Q. This year?— A. Yes.

25. Q. Where? — A. Off Point Lyness, on the Welsh coast, near Liverpool.

26. Q. Now we will come to another matter — what is the practice on board the
Empress with regard to boat drill? — A. The practice is before leaving each port the
crew are put through their boat drill.

27. Q. What is the practice with regard to water-tight door drill? — A. They are
put through that in each port.

28. Q. Was that done on this occasion? — A. It was.

29. Q. Well now, Captain, having given this general information, we want to take
the navigation of your ship down the river — my Lord, here is the chart which I wish
your Lordship to see — before going down the river, it is better, I think, that I should
ask you this, where did the collision happen? — A. About six and a half to six and
three-quarters miles east of Father Point.

Lord Mersey. — Now, Mr. Aspinall, would you kindly mark the point on this
chart?

Mr. Aspinall. — Shall I get the witness to do it?

Lord Mersey. — If he understands it, but let the point be marked.

By Mr. Aspinall:

30. Q. You will want a pair of dividers will you not, Captain Kandall? — A. Yes,
and parallel rules.

31. Q. This is the chart on which his Lordship wants the place of the collision
to be marked — now Captain Kendall, now that you are asked to mark the place, I
wish you would do it with as much precision as possible.

32. Lord Mersey. — Captain Kendall, will you please mark it with an 'A' ? — A.
Yes, your Lordship. (After a few moments). I have now marked the place where
the collision happened with the letter 'A'.

KENDALL.

22 MARINE AND FISHERIES • s

5 GEORGE V., A. 1915

By Mr. Aspinall;

33. Q. I am right, am I not, Captain Kendall, in saying that is a very small-
scale chart? — A. It is rather.

34. Q. It is rather a small-scale chart and it is difficult, I dare say, to be able to
do this with absolute precision ? — A. With absolute precision, yes.

35. Q. And that is the place of the collision? — A. Yes.

36. Q. Now at what timei do you say the collision took place? — A. About 1.55
a.m., on the 29th of May.

37. Q. Did you look at your watch or is that a guess? — A. Two minutes before
the collision I looked at the chart-room clock.

38. Q. And according to ship's time — is that right, Captain Kendall? — A. Accord-
ing to Eastern standard time.

Lord Mersey. — Let us be clear about what we are doing. Have we three times,
Montreal time, ship's time, and the Storstad time?

Mr. Aspinall. — My Lord, we have. However, I think we can work it out.

39. Q. The 1.55 was what? — A. Eastern standard time.

40. Q. That is what?— A. Montreal time.

41. What was your ship's time? — A. I couldn't say. The Eastern standard
time we use for our navigation purposes until clear of the land.

42. Q. By Eastern standard time you mean what? — A. Montreal time.

Lord Mersey. — Well, let us call it that. 1.55, Montreal time, is the time at which
the collision is supposed to have taken place?

Mr. Aspinall. — Yes.

Lord Mersey. — Now, Mr. Duclos, according to your version what time was it when
the collision took place, Montreal time?

Mr. Duclos. — Six or seven minutes past two, Montreal time.

Lord Mersey. — There is a difference between you of ten or twelve minutes ?

Mr. Duclos. — Six or seven minutes past two, Montreal time.

By Mr. Aspinall:

43. Q. Is that a picture of the Empress of Ireland? (Photograph of Empress of
Ireland filed as Exhibit ' B.') — A. It is.

44. Q. Did you start from Quebec at 4.20 p.m. Montreal time? — A. About 4.20 p.m.

45. Q. Having got out in the river, did you proceed down ? — A. We did.

46. Q. Did you meet with clear weather at first? — A. Clear weather.

47. Q. Did you proceed down at your full speed? — A. We did.

48. Q. Was your ship at that time in charge of a pilot? — A. She was.

49. Q. Were you on the bridge yourself, except possibly while getting a cup of
tea, from the time the ship left Quebec until the collision occurred ? — A. I was.

50. Q. As you proceeded down river, did you after a time meet with fog or haze? —
A. We met with a slight fog.

51. Q. Where? — A. Between Red island and Bic.

52. Q. When you met that fog, were any orders given on board your ship ? — A. We
reduced speed.

53. Q. To what? — A. Half speed and slow.

54. Q. Was your fog whistle used ? — A. It was.

55. Q. Having passed through that fog, did you then proceed on. at your full
speed? — A. We did.

56. Q. Did you later meet more fog? — A. Yes.

57. Q. Where?— A. Between Bic and Father Point.

KENDALL.

EMPRESS OF IRELAND— STORST AD COLLISION 23

SESSIONAL PAPER No. 21b

58. Q. When you met that fog did you make any alteration in sjK,ed ? — A. Reduced
to half speed and slow.

59. Q. Was your whistle sounded? — A. It was.

60. Q. Did you safely pass through the fog? — A. Yes.

61. Q. Having passed through that fog, did you proceed on ? — i , We did.

62. Q. Where did you land your pilot? — A. At Father Point.

63. Q. For that purpose do you have to stand in somewhat to jhe southern shore?
— A. Yes, we have.

64. Q. And did you do so on this occasion? — A. We did.

65. Q. Where was it that you landed your pilot? — A. About a mile north of
Father Point gas buoy, on the steam tender Eureka.

66. Q. Now, having dropped your pilot, on what course did you put your ship ? —
A. North 50 east by compass.

67. Q. Is that the usual course ? — A. Usual .course.

68. Q. I notice that Mr. Haight stated the course of his vessel in magnetic; in
order to avoid confusion perhaps you had better tell us what north 50 east by com-
pass is magnetic? — A. North 47.

69. There are three degrees — A. Variation.

By Chief Justice McLeod:
Q. Your statement would be amended, then, by saying north 47.
Mr. Aspinall. — Yes, my Lord.

By Mr. Aspinall:

70. Q. North 47 magnetic ; I think you said ' variation.' You meant deviation,
did you not? — A. Deviation.

71. Q. The variation is about two points, I think. Did you proceed on that
course at full speed? — A. We did.

72. Q. Was the weather then fine and clear? — A. It was.

73. Q. From this time onwards, did you, having dropped your pilot, remain in
charge of your vessel? — A. I did.

74. Q. I want you to tell me who was on the bridge of your vessel at this time.
There was yourself; who else? — A. The first officer.

75. Q. What is his name? — A. Jones, and the third officer, Mr. Moore.

76. Q. Who else ? — A. A quarter master at the wheel, a quarter master standing
by and a messenger boy.

77. Q. A boy to carry messages, if they were wanted? — A. To the Marconi room
and various places.

78. Q. Your vessel was fitted with the Marconi system? — A. Yes.

79. Q. I believe there were two operators? — A. Yes.

80. Q. How many of the six persons who were on the bridge were saved? — A.
Three.

81. Q. There was yourself? — »A. the first officer and one quarter master.

82. Q. Was it the quarter master who was steering or the quarter master who
was standing by? — A. Leaving Father Point it was the quarter master who was
steering.

83. Q. Very well; these are the three who survived. Did they change before
the accident? — A. Yes.

84. Q. When did they change? — A. By the wheel house clock, 2 o'clock.

85. Q. At four bells, we may call it? — A. At four bells the watch was changed.

86. Q. After you had been running on that course for some little time, did you
see any gas buoy light? — A. I did.

87. Q. Where was that buoy? — A. Cock Point buoy.

88. Q. Was it reported?— A. It was.

89. Q. By whom ? — A. The man in the lookout.

KENDAL.L.

24 MARINE AND FISHERIES

5 GEORGE V., A. 1915

90. Q. Where was the lookout being kept? — A. In the crow's nest.

91. Q. How was it reported? — A. One bell.

92. Q. Did you have in addition to the man in the crow's nest, anyone forward?
— A. On the stem head.

93. Q. The report came from the crow's nest? — A. From the crow's nest.

94. Did you look?— A. I did.

95. Q. And did you see it? — A. I did.

96. Q. At that time was the weather clear and fine? — A. Clear and fine.

97. Q. Now, what was the next report that you got? — A. One bell.

98. Q. That means something on the starboard bow? — A. Starboard bow.

99. Q. Did you look?— A. I did.

100. Q. What did you see? — A. A -steamer's lights.

101. Q. Two lights?— A. Masthead lights.

102. Q. Did these two masthead lights prove to be the lights of the Storstadt — A.
They did.

103. Q. Was the weather then clear? — A. Clear.

104. Q. How far did you judge those lights to be away? — A. About six miles.

105. Q. Of course, these distances are judgments? — A. Judgments, quite so.

106. Q. And how did those two lights bear from you at that time? — A. Between
three and four points on my starboard bow.

107. Q. At that distance and at that bearing, was there then any risk of collision?
— A. No risk of collision.

108. Q. After that did you still stand on? — A. Until Cock Point buoy was on
the beam.

109. You stood on until you got Cock Point buoy on your starboard beam, and
then what did you do? — A. Altered my course.

110. Q. Under what helm?— A. Port helm.

111. Q. Is that the usual method of navigation? — A. It is.

112. Q. How much did you alter it ? — A. I altered my course to north 73 magnetic.

113. Q. That would be north 76 by compass. — A. By compass.

114. Q. North 76 east ? — A. North 76 east, north 73 magnetic.

115. Q. Is that the right course for a vessel under those conditions, outward
bound? — A. It is.

116. Q. You altered, did you say, how many points? — A. I altered 26 degrees.

117. Q. That is a little over two points? — A. It is.

118. Q. There are 11| degrees in one point, are there not? — A. In one point.

119. Q. Having altered those two points, how did that bring the lights of the
Storstad? — A. About a point on my starboard bow.

120. Q. Under those circumstances, how did you intend to pass the Storstad,
if all had gone well? — A. On my starboard side.

121. Q. Was there at that time any risk of danger? — A. No risk of danger.

122. Q. After you had made this alteration did you do anything in order to
verify your heading? — A. I did. *

123. Q. What did you do?— A. Looked at the ship's heading by the standard com-
pass, and took the bearing of the light at the same time.

124. Q. In order to look at your standard compass, what did you have to do?— A
Go on the upper bridge.

125. Q. You are standing in the first instance on your navigation bridge? — A.
Yes.

126. Q. There is a ladder or something which leads up to the higher bridge? —
A. Yes.

127. Q. And on that higher bridge is the standard compass? — A. Yes.

128. Q. Up to that you went?— A. Yes.

129. Q. You usually do that?— A. Always.

KENDALL.

EMPRESS OF IRELAND— STORSTAD COLLISION 25

SESSIONAL PAPER No. 21b

130. Q. Having got there, what information did you gain ? — A. That the Storstad
lights were bearing North 87 East by compass.

131. Q. From you? — A. From me.

132. Q. And you were heading?— A. North 76.

133. Q. That put the other vessel how much on your starboard? — A. Eleven
degrees on my starboard bow.

134. Q. That standard compass would, if you did what you say you did, give you
accurate information with regard to this? — A. It did.

135. Q. So, according to you, you were starboard to starboard? — A. Yes.

136. Q. Did you at that time see the two masthead lights of the Storstad in such
a position as to give you any information as to her heading? — A. They did.

137. Q. What did you see and what information did you get? — A. The masthead
lights had opened with the main masthead lights to the northwest.

138. Q. She was carrying two masthead lights? — A. Yes.

139. Q. Which light is the higher? — A. The main masthead light.

140. Is that the aftermost light ?— A. Yes.

141. Q. It is substantially higher than the forward light? — A. About 15 feet, not
less.

142. Q. Will you tell us what you saw of those two lights and what information
it gave you? — A. It gave me the information that Storstad's lights were open and
that she would go clear.

143. Q. And that her lights were open — I think this is what you wish to convey ;
correct me if I am wrong — in such a way that her starboard side was open to you. —
A. Absolutely.

144. Q. If the lights had been open the other way, which side of her would have
been open to you? — A. Port side.

145. Qj. You say that the lights were open in such way that it told you as a
sailor that she was starboard to starboard? — A. It did.

146. Q. What age are you ?— A. 39.

147. Q. You go up these steps to look at your standard compass, and you come
down; how long does it take? — A. It is a matter of moments.

148. Q. Did you go back to the navigation bridge? — A. I did.

149. Q. And proceed on? — A. And proceed on.

150. Q. When you got back to your navigation bridge, what was the state of the
weather then ? — A. I noticed a fog bank well off from the land.

152. Q. From which land ? — A. From the land on the south shore.

153. Q. In what direction was the fog bank travelling? — A. In a northwest direc-
tion.

154. Q. How was the fog bank spreading out? — A. It was spreading out very thin
at the ends.

155. Q. In what direction was it running? — A. Running about northeast or
southwest.

156. Q. Outside of the fog bank, are you and the Storstad coming up starboard
to starboard? — A. Absolutely.

157. Q. Seeing this fog bank travelling out from the land towards your ship and
towards the other ship, did you do anything? — A. I did.

158. Q. Did you wait for a time until it got farther out? — A. When I saw the
Storstad's lights were getting a little misty, I stopped my ship.

159. Q. When the fog was dimming the Storstad's lights, had you by this time
seen anything more than her two masthead lights? — A. Starboard lights.

160. Q. When did you see that light? — A. Shortly after I took the bearing of the
masthead lights of the vessel herself.

161. Q. After you went to the navigation bridge? — A. Yes.

162. Q. You come down, you see the green light, and shortly after that you see
the fog travelling out? — A. I do.

KENDALL..

26 MARINE AND FISHERIES

5 GEORGE V., A. 1915

163. Q. And the fog beginning to dim her lights? — A. Yes.

164. Q. Which light did it affect first, do you think? — A. I could not say.

165. Q. You do not know?— A. No.

166. Q. At any rate, in view of the fact that it was beginning to dim the lights
which you were seeing, which were the two masthead lights and the green light, what
did you do on board your vessel ? — A. Stopped the ship, and went full speed astern.

167. Q. What was the reason of that? — A. To take the way off the ship.

168. Q. Do your company issue very stringent regulations with regard to great
care in thick weather ? — A. They do.

169. Q. I suppose you have a letter, have you not, sent you when you get command
of a new vessel ? — A. I do.

170. Q. In addition to that, you have a red book sent you? — A. Yes.

171. Q. It is not necessary to deal with these matters at the moment, but what you
did was, in order to be certain of safety, stop and order full speed astern ? — A. Yes.

Lord Mersey. — You had better hand me a copy of the letter.

Mr. Aspinall. — May I read it to your Lordship, and then hand it in?

Lord Mersey. — You may read the letter now.

By Mr. Aspinall:

172. Q. This is a copy of the letter; the letter you which actually received went
down with the ship, did it not? — A. Yes.

Mr. Aspinall. — The copy of the letter is dated May 9, 1914. It is from the
manager-in-chief of ocean services to Captain Kendall, and it is in these terms: —

Dear Sir, — In handing over the command of this vessel to you, I desire to
particularly call your attention to the importance of your command and to the
value of the ship, and to emphasize to you the instructions of the company
relative to the care of your vessel and the lives of your passengers.

It is to be distinctly understood that the safe navigation of the ship is to be
in all instances your first consideration. You must run no risk, which by any
possibility might result in accident ; you must always bear in mind that the safety
of the lives and property entrusted to your care is the ruling principle by which
you must be governed in the navigation of your ship, and that no saving of time
on the voyage is to be purchased at the risk of accident.

I cannot sufficiently emphasize my desire that these instructions shall be
carried out to the letter.

It is expected that all the officers of your ship will bear this in mind, and will
be specially cautioned by you, and, furthermore, that everyone on board will do
their utmost to please and to gratify the company's patrons.

(Letter filed as Exhibit ' E ')•

By Mr. Aspinall :

173. Q. You say that in order to be certain of safely passing this vessel, you gave
the orders you have told us: stop, full speed astern. Did you blow an appropriate
signal whistle when you did that? — A. I did.

174. Q. What whistle did you give ? — A. Three short blasts.

175. Q. At the time when you gave the three short blasts, were you still seeing to
any extent the lights of the Storstadt — A. Yes, I was.

176. Q. But dim?— A. Dim.

177. Q. And did you continue to see them for a short time? — A. I did.

178. Q. What effect had the stopping and reversing of your engines; did it take
your way off — A. It did.

179. Q. How did you ascertain whether your way was off or not ? — A. By looking

over the ship's side.

KENDAL.L,.

EMPRESS OF IRELAND— STORSTAD COLLISION 27

SESSIONAL PAPER No. 21b

180. Q. What information did you gather from that? — A. That my ship was
stopped.

181. Q. I know, but how do you ascertain that your ship is stopped by looking
over the side? — A. By the foam and the air bubbles on the water.

182. Q. Is it common practice for seamen to look over the side in fog to see
whether or not their ship is stopped? — A. It is.

183. Before you looked over the side, had you blown another set of three blasts? —
A. I did, before the way was off the ship.

184. Q. And then you looked and ascertained that you had stopped? — A. Yes.

185. Q. At the time that you ascertained that you were stopped, had you then
lost the lights from the Storstad ? — A. I had.

186. Q. Shortly before that? — A. Yes, before I blew the second three blasts.

187. Q. Between the first set and the second set you lost the lights of the Stor-
stad^.— A. of the Storstad.

188. Q. When you last saw the lights of the Storstad, what lights of her were
you seeing? — A. Three lights, two masthead lights and the green side light.

189. Q. That is what you last saw of the Storstad; where were they bearing from
you? — A. About a point on my starboard bow.

190. Q. So that when you last saw the Storstad, she was away on your starboard
bow, green to green ? — A. Yes.

191. Q. And did you expect -that notwithstanding the fog you would safely pass
one another, green to green? — A. I did.

192. Q. And if you kept your heading, what would be the only thing that would
bring her into contact with you? — A. By him porting his helm.

193. Q. That is the only thing that would bring it about if you kept your course?
—A. Yes.

194. Q. When you ascertained that your ship was stopped, did you keep reversing
your engines or not? — A. No.

195. Q. What did you do with your engines? — A. Bang the telegraph to stop.

196. Q. You brought your ship to a standstill? — A. I did.

197. Q. How were you heading when you were stopped in the water? — A. North
75 East by compass.

198. Q. How did you ascertain that? — A. By the standard compass.

199. Q. Did you again go up? — A. I did.

200. Q. For the purpose? Is there any doubt about that, Captain? — A. No
doubt.

201. Q. Were you wishful to keep your ship upon her heading? — A. I was.

202. Q. Is it desirable in a fog? — A. Absolutely desirable.

203. Q. Is it desirable in a fog for you to keep your heading and not use your
helm? — A. Knowing that there are other vessels in the vicinity.

204. Q. Had you that idea in your mind when you did what you did do? — A.
I had.

205. Q. Now, you have told me that you had blown three blasts twice. Had you
heard any fog whistle from the other ship during the period of time between your
first three blasts and your second three blasts? — A. Yes.

206. Q. What did you hear? — A. A prolonged blast.

207. Q. Where did the sound come from? — A. About two points on my star-
board bow.

208. Q. That blast you heard between the two sets of three? After you had
blown your second three, did you hear any more fog signals from the Storstad1} —
A. Yes.

209. Q. What?— A. A prolonged blast.

210. Q. That is a fog signal telling you that she is under way? — A. Ship under
a' ay.

KENDALL.

28 MARINE AND FISHERIES

5 GEORGE V., A. 1915

211. Q. Where did you hear that second fog signal? — A. About four points on
my starboard bow.

212. Q. In view of the fact that she had been about one point and had brought
about to four, did that mean a safe passing of the ships? — A. It did; it meant a safe
passing.

213. Q. If the bearing keeps the same it means collision? — A. Danger of
collision.

214. Q. If the bearing keeps the same it means risk of collision? The broaden-
ing would indicate safety? — A. Safety.

215. Q. You still think that unless she used the port helm, you would pass
safely starboard to starboard? — A. I do.

217. Q. That was the second blast of the fog whistle that you heard from her,
was it? — A. Yes.

218. Q. According to your evidence, you ascertained that you had stopped your
way in the water? — A. I did.

219. Q. After that you blew the appropriate blast? — A. I did.

220. Q. What is the appropriate blast? — A. Two prolonged blasts.

221. Q. And you blew them? — A. I blew them to let the other ship know I had
stopped.

222. Q. After you had blown your two last blasts, did you hear from her? — A.
One prolonged blast.

223. Q. Did you again sound your two long blasts? — A. Shortly after I gave two
long blasts.

224. Q. That is the second two long blasts? — A. Yes.

225. Q. Did you hear any blow from her after that? — A. No.

226. Q. How many whistles did you hear from her in all? — A. Three.

227. Q. You told us that one of them was four points ; that was the second one ?
— A. That was the second one.

228. Q. How did the third one bear from you? — A. About six points on my star-
board.

229. Q. Still broadening?— A. Still broadening.

230. Q. What was the next thing that happened; what did you see or hear? —
A. After blowing the second two blasts I happened to look out in the direction which
the sound came from, waiting for a reply to my second two prolonged blasts, and
while looking out on my starboard side I sighted his forward masthead light and his
green and red side lights.

231. Q. How far away was he from you? — A. By the condition of the weather, I
should say about 100 feet.

232. Q. Was it very thick at this time? — A. Not very thick, no; I could not call
it very thick ; it was 100 feet.

233. Q. How was he bearing from you? — A. At right angles to my course.

234. Q. Was he travelling fast or slow? — A. Fast.

235. Q. How did you inform yourself that he was travelling fast? — A. By the
foam at the bow of his ship.

236. Q. In view of the fact that he was showing you his red light at this time,
what must he have done on your starboard? — A. Put his helm hard-a-port.

Lord Mersey. — I do not understand what the Storstad would be doing putting
her helm hard-a-port. I should like you to suggest, if you can, why she should have
done that; they do not do these things without some sort of reason.

Mr. Aspinall. — My answer to Your Lordship's question is this: First of all, the
statement which Mr. Haight has to-day made is that the helm was put-to-port and put
hard-to-port, but it was said that the ship did not answer. As to why she put her
helm hard-to-port, it is suggested that it was due to this: that these two ships were
approaching each other in fog; that there was risk of collision, and that the third
officer, who was in charge of the Storstad thought, and unfortunately, improperly

KENDALL..

EMPRESS OF IRELAND— STORSTAD COLLISION 29

SESSIONAL PAPER No. 21b

thought, that by bending his helm he would avoid and give more room to the Empress.
I think I do Mr. Haight no injustice when I say that it seems to me that that is in
accord with the statement made by Mr. Haight.

Chief Justice McLeod. — He must have expected to cross the Empress?

Mr. Aspinall. — If they were starboard to starboard, that would be so; of course,
your Lordships know it is difficult in a fog to be certain that the sounds which are
heard give certain information as to the bearing of approaching objects. We have
now the fact that the helm was put-a-port and was put hard-a-port in the hope of
passing, coupled, of course, as Mr. Haight said, with this, that the helm was not acting;
was not effective. Of course that story I shall later ask your Lordships to reject. This
gentleman, Captain Kendall, says that she was in fact doing that which was consistent
only with the helm having been put-a-port. I do not know whether or not that
answers your Lordship's question.

Mr. Newcombe. — These witnesses should be all out of Court, My Lord, except the
officers.

Lord Mersey. — If you wish them to be out of Court, by all means; but is there
any particular reason why they should be out of Court?

Mr. Newcombe. — It is usual.

Lord Mersey. — I am told, Mr. Newcombe, that it is not usual at a wreck enquiry.

Mr. Newcombe. — It is the practice in Admiralty; it is the practice in these enquir-
ies before the Wreck Commissioner.

Lord Mersey. — What is your experience, Mr. Aspinall?

Mr. Aspinall. — My experience in England is that the witnesses are not kept out
of Court in wreck enquiries, and may I add this : that so far as the officers of the two
ships are concerned, they are made parties. With regard to the others, I do not know
what the practice is in Canada, but I have no objection to their being here. We have
now much committed ourselves to our story; speaking for myself it seems to me to be
immaterial whether they are in or out of Court.

Chief Justice McLeod. — Occasionally witnesses are asked to retire, but it is not
the rule.

Mr. Aspinall. — I do not know what Mr. Haight's view is; I should think that
they would have liked to be in Court; I do not suppose it would do any harm if they
were not here.

Lord Mersey. — I think we had better leave it as it is at present.

By Mr. Aspinall;

237. Q. Seeing the ship in the position in which she was, did you think there
was bound to be a collision ? — A. I did.

238. Q. Did you give any order on board your ship? — A. I shouted through the
megaphone to the vessel approaching me to go full speed astern several times.

239. Q. Did you do anything else? — A. I jumped to my telegraph and threw my
engines full speed ahead, at the same time giving the order hard-a-port.

240. Q. What was your object in giving these orders? — A. To avoid a collision if
possible.

241. Q. What was your hope, assuming these two orders could have been carried
out. If there was time and opportunity how did you hope the collision might be
avoided? — A. By going ahead as well as turning.

242. Q. Here is the other ship pointing more or less at right angles to your
course; you give an order full speed and helm her a-port in the hope of taking you
forward and turning, throwing your quarter away? — A. Yes.

243. Q. That is what was in your mind? — A. What was in my mind, yes.

KENDALL.

30 MARINE AND FISHERIES

5 GEORGE V., A. 1915
By Lord Mersey:

244. Q. Bringing them starboard to starboard? — A. Starboard to starboard, My
Lord.

By Mr. Aspinall:

245. Q. And possibly minimising the effects of the blow? — A. Yes.

246. Q. Do you know whether there was time and opportunity to carry out these
orders? — A. That is a chance I took.

247. Q. Between giving orders and the collision was how long, was it seconds? —
A. A matter of seconds.

248. Q. And did she strike you ?— A. She did.

249. Q. Did she blow any whistle at about the time you saw her ? — A. She did.

250. Q. What?— A. Three short blasts.

251. Q. Was that about the time you saw her? — A. Well, I should say about
three or four seconds after I saw her.

252. Q. The whole thing was a matter of seconds. Of course time is difficult to be
certain about. How long- do you think it was before the collision happened that she
had blown her first three short blasts ? — A. About five to seven seconds.

2531. Q. Did she get all her three short blasts out by the time she struck you? —
A. No.

254. Q. Tell me about that? — A. The third blast was blown almost at the time
she struck me.

255. Q. What part of her struck your vessel? — A. The stem.

256. Q. What part of your ship was struck ? — A. The part in the line between the
two funnels.

257. Q. What do you judge the angle of the blow to have been between the two
ships at the time th*ey struck? — A. About seven points.

258. Q. That is your view? — A. That is my view.

259. Q. Knowing what you do now, where do you think she struck you with
regard to the bulkhead that divides the room into two compartments? — A. I think she
struck on the bulkhead.

By Lord Mersey:

260. Q. Do you think that she struck just where the bulkhead was? — A. Yes,
my Lord.

261. Q. And if the effect was to destroy or to damage that bulkhead it would
make the two compartments one compartment? — A. It would.

By Mr. Aspinall:

262. Q. As she was struck, or almost immediately after she was struck, did you
give any orders to your officers? — A. Before she struck?

263. Q. Just. — A. Before she struck, seeing a collision was inevitable, I sent the
first officer from the bridge to get the boats ready.

264. Q. That is Mr. Jones? — A. Mr. Jones.

265. Q. What did you say to him, do you remember? — A. Get away, get all
hands and get the boats ready.

266. Q. Did he leave the bridge for that purpose? — A. At once.

Mr. Aspinall. — I do not know whether it will be convenient now, My Lords ; I
was travelling a course from the collision to the efforts made to save lives. I do
not know whether your Lordships are wishful that course should be pursued.

Lord Mersey. — I think so.

By Mr. Aspinall:

267. Q. Having sent away Mr. Jones, what did you next do? — A. I gave orders
to the Storstad when the collision occurred to keep full speed ahead.

» KENDALL..

EMPRESS OF IRELAND— STORSTAD COLLISION 31

SESSIONAL PAPER No. 21b

268. Q. When you say you gave orders, what in effect did you say? — A. T
shouted, ' Keep full speed ahead.'

269. Q. How did you shout it? — A. Through the megaphone.

270. Q. What in fact happened ; did he keep ahead in the wound or not, or did the
vessels separate? — A. The vessels separated.

27DL Q. What did you say was the cause of the two vessels separating? — A. By
her engines being full speed astern.

272. Q. You heard her give three short blasts just at the time she was striking?
—A. Yes.

273. Q. Your view is she came out of the hole because the engines were revers-
ing?— A. Yes.

274. Q. The moment she came out of the hole that withdrew the cork from the
bottle, so to speak? — A. It did.

275. Q. What was the result to your ship? — A. Keeled over immediately.

276. Q. To Avhich way? — A. Starboard.

277. Q. You have told me that in the hope of avoiding a collision or minimis-
ing its consequences you gave the order to go full speed ahead? — A. Yes.

278. Q. Just as she withdrew did you give any further orders? — A. Stopped the
engines immediately when she struck.

279. Q. Now, she is withdrawn, and your vessel has listed to starboard; what
was the next order you gave? — A. Blew the siren.

280. Q. For what purpose was this done? — A. I may correct myself if you want the
orders given in rotation; I will give them as well as I can.

281. Q. Do your best. — A. The next order I gave was to stop the engines and to
close the bulkhead doors of the watertight compartments.

282. Q. You closed the bulkhead doors; how did you give that order? — A. By
telegraph to the engine room.

283. Q. You are on the bridge and you have telegraphed that communication
to the engine room? — A. Yes.

284. Q. It is a telephone, is it? — A. Telephone and telegraph, telephone first.

By Lord Mersey:

285. Q. This was after, as I understand, the side of the ship was open to the
water? — A. Yes.

By Mr. Aspinall:

286. Q. Close the watertight doors?— A. Yes.

287. Q. What next did you do as far as you remember? — A. Went to the 'phone
and gave it verbally to the engineer on watch. I also went to 'phone to the engine
room and shouted down to the engineer on watch: Close the doors, and the answer
was: We are already doing it.

288. Q. Are these watertight doors which are down in the engine room space
operated down there? — A. Operated down there, yes, from the platforms above; not
in the spaces but in the platforms above.

289. Q. From the platform above. Are the other water-tight doors which are in
the other part of the ship operated by the stewards? — A. Yes.

290. Q. They will tell us about that with more precision later. That is the way
in which the matter is dealt with; the lower order of doors operated by the engine
room staff, the higher ones operated by the stewards' staff. Now, what next did you
do, as far as you can remember — of course, it was a moment of excitement? — A. I
ran along the boat deck myself and threw the gripes off several of the boats on the
starboard side; the gripes that hold the lifeboats in their places.

291. Q. Did you at or about this time make an effort to get her headed towards
the shore? — A. A few minutes after the collision, when I found the ship heeling con-
siderably, I put the engines full speed ahead, and spoke to the engineer on watch and

KENDALL.

32 MARINE AND FISHERIES

5 GEORGE V., A. 1915

said : Give her all you can ; I am going to try and beach her. The answer came back :
The steam is gone.

292. Q. Did you at the time or at about the time you gave this order, notice
how your ship was headed? — A. I did.

293. Q. How was she heading? — A. Before she foundered she was heading south-
east by the steering compass.

294. Q. And that heading had fallen away subsequently to starboard? — A. Yes.

295. Q. What do you think caused her to fall away ? — A. The tendency would be
to throw the bow towards the land.

296. Q. Why? — A. Because the position where she struck would really be abaft
the middle line of the ship.

297. Q. She struck you abaft amidships; as a consequence she swung and your
idea is that the blow was of such strength as to drive your quarter port and your head
to starboard? — A. Quite so.

298. Q. Which takes it away to southward and eastward? — A. Yes.

Lord Mersey. — Is that consistent with the description of the position of the place
on the starboard side of the vessel?

Mr. Aspinall. — He tells us that the blow was struck abaft the middle line of the
ship. (To witness:) How much abaft, do you think? — A. That I could not say.

299. Q. You do not know? — A. No, but by the way she turned, I should say she
was struck

Lord Mersey. — The more abaft, the more the blow would tend to carry the head
of the Empress to starboard.

Mr. Aspinall. — Yes. That in fact was what happened, and you think it was due
to the blow.

The Witness. — I do.
By Mr. Aspinall:

300. Q. I suppose — if I may make the suggestion — that after your ship had become
ungovernable by reason of her list, it is difficult to say how her head might go, isn't
it? — A. About southeast: it was a matter of about a minute or two before she turned.
It was difficult to get to the compass to see how her head was.

301. Q. You do say that she was heading southeast? — A. I know she was in a
good position then, if we could get the steam to beach her; the way the ship was heading
at that time, going on that course, she would have brought on the beach in a short time.

302. Q. How long after the two ships struck was it you found her heading south-
east?— A. About five or ten minutes.

303. Q. Now, you commenced to tell us about blowing the siren; then you said
your memory was not accurate as to the order in which these things were being done,
and you went to something else. Now tell us when, if you can, the siren was blown
and for what purpose ? — A. It was blown immediately after the collision.

304. Q. For what purpose ? — A. Prepare to abandon the ship.

305. Q. Is that a recognized signal on board your ship ? — A. It is.

306. Q. On these big passenger ships do you use sometimes the siren and some-
times the steam whistle for giving that class of order to the crew of the vessel? — A.
Only the siren on the Empress of Ireland.

307. Q. But on other ships is it the usual practice either siren or whistle? — A.
Very few ships have sirens ; we had them both.

308. Q. At any rate, you blew the siren for that purpose? — A. Yes.

309. Q. Was it known on board your ship what that means? — A. It is posted up
in the crew's quarters around the ship.

310. Q. Prepare to abandon the ship? — A. Yes, close the water-tight doors and
prepare to abandon the ship.

KENDALL.

EMPRESS OF IRELAND— STOBSTAD COLLISION 33

SESSIONAL PAPER No. 21b

311. Q. You have told me of your casting off the gripes of the boats. What nex*
did you do? — A. Went back to the bridge.

312. Q. And having got there, what next happened? — A. Sent for the Chief
Officer. Previous to this, at least he came to me at that particular time and I said:
Send S.O.S. signal out to Father Point. His answer was: We have already done so.
The next was I gave orders to get all boats out as soon as possible.

313. Q. And you say yourself with the men were working at the boats? — A. Ye3.
By Lord Mersey:

314. Q. Would it be possible to get the boats out on the port side? — A. Impos-
sible, my Lord.

By Mr. Aspinall:

315. Q. So far as you could see Captain Kendall, were your men doing good
work? — A. They were.

316. Q. And doing it in a fairly calm and collected way? — A. They were.

317. Q. And obeying orders which you gave? — A. They were.

318. Q. What next happened? Did you yourself see any boats get out? I do not
want you to give us details, because we will have more accurate information from those
who, in fact, did it. — A. I saw three boats land in the water on the starboard side.

319. Q. They were released from the tackles? — A. Yes.

320. Q. Was the idea to get the boats in the water so as to pick up any people
who might be in the water from the ship, which was apparently turning over; was that
the idea? — A. That was the idea.

321. Q. Did you see any passengers on the boat aecK yourself, before the boats
went away? — A. My deck was swarmed with passengers.

322. Q. When you speak of people swarming on the deck do you mean the boat
deck? — A. On the boat deck.

323. Q. And what next happened the ship?
By Lord Mersey :

324. Q. I think you said there were three boats? — A. About three.

325. Q. JSTot more? — A. From where I was standing on the bridge, that is all I
could see.

326. Q. You were on the port side? — A. 1 was on the port side of the flying
bridge, my Lord.

Mr. Aspinall. — Your Lordship will be informed later on that there were three boats
successfully launched.

The Witness. — From the position I was in, I could not say.
By Mr. Aspinall:

327. Q. I want you to tell us what you know; you are quite right in telling us
only what you know. What next happened to the ship? — A. When the flying bridge
took the water

By Lord Mersey :

328. Q. That is where you were standing? — A. Yes, my Lord. It gave a sudden
jerk and fell, both funnels striking the water at the one time.

By Mr. Aspinall:

329. Q. What happened to you ? — A. The ship disappeared and I was thrown.
329£. Q. Into the water? — A. Yes. When I came up to the surface I saw a long

line which apparently was the line of the ship, the suction caused by the ship founder-
ing ; two waves meeting. #

330. Q. What happened to you? — A. I grabbed hold of a piece of grating which
came up underneath. The next thing I remember was a man from a lifeboat, appar-

KENDAli..

216—3

34 MARINE AND FISHERIES

5 GEORGE V., A. 1915

ently it was No. 3, shouting out : There is the Captain, let us save him. I was then
dragged into the boat by several of the men in the boat, who were passengers and crew.
I then took charge of the boat and started to pick up others who were hanging on to
wreckage, as many as we could possibly get hold of. We filled the boat and after
filling the boat with as many as it would hold, which was about 55 or 60, I then placed
rhe remainder around the boat hanging on to the lifelines.

331. Q. Have you got lines fixed round the boats so that you can hold on if need
be?— A. Yes.

332. Q. Did you save many in that manner? — A. Yes, we did and told those who
were in the boats not to let go of the men who were in the water, but to hold on to
them in case they should lose them through exhaustion.

333. Q. What did you do with that load? — A. I then proceeded towards the steamer
that I saw at a distance.

334. Q. Which steamer was that?— A. The Storstad.

335. Q. Having got to her what did you do? — A. On my way to her I passed two of
the Storstad's lifeboats. In one boat was one of my passengers, lying all over one of
the thwarts. Two men, the crew of the boat, were leaning over the bow pulling in
another one. On my starboard side was another lifeboat belonging to the Storstad, and
he had three passengers thrown across the thwarts and he was then pulling in another
person. When I got alongside the Storstad, there were several boats alongside of the
boats belonging to my ship. Amongst them was also one of the Storstad's boats, and
he had, I think, been discharging some people he had saved.

336. Q. The people on your boat were then put on the Storstadl — A. They were.

337. Q. What did you do; did you go on the Storstad or did you make further
efforts to save lives? — A. I asked members of the crew in the boats how many would
stay with me and go back and search for more.

338. Q. These were your own crew? — A. My own crew. Ten men put up their
hands and said: We all will. I said I did not require ten, I only required six. So
it was decided that six should remain with me.

339. Q. Did you go back with the six ? — A. I then threw all the sails and such gear
out of the boat over the side and then proceeded back to the wreckage to take up or
look for more bodies; to look for people who were alive.

340. Q. Did you pick up more on this occasion? — A. No, I did not find any;
everybody I came to on the water was dead. I felt myself to see if there was any life
in them but they were all floating with the buoys around their waists.

341. Q. When you speak of buoys you mean lifebelts? — A. Lifebelts.

342. Q. They had their lifebelts on, but they were dead? — A. Yes.

343. Q. Did you get anybody on that occasion? — A. No.

344. Q. What did you do then?---A. I saw a boat about two miles out to sea, one
of my own boats, and then pulled out to this boat, thinking there might be some one
in it but when I got to it I found that it was smashed and half filled with water; no
one in it.

345. Q. After that? — A. I returned to the Storstad.

346. Q. Having come to the Storstad what did you do? — A. I returned to the
Lady Evelyn, which had been going amongst the wreckage trying to pick up bodies.

347. Q. What class of vessel is she? — A. The mail tender at Rimouski.

348. Q. The property of whom? — A. The property of the Canadian Government.

349. Q. What did you do when you got to her? — A. I made enquiries; asked them
if they had anyone on board and they said * no ' but they were going to steam around
and pick up the bodies.

350. Q. Then what did you do? — A. Eeturned to the Storstad.

351. Q. After you got there what did you do ? — *A. I then discharged the crew of
the boat and when they had boarded the Storstad I went on board myself. I went on
the bridge of the Storstad to see the Captain. Is it necessary that I should tell this?

KENDALL.

EMPRESS OF IRELAND— STORSTAD COLLISION 35

SESSIONAL PAPER No. 21b

Lord Mersey. — You have arrived pretty nearly at the end of the story.

Mr. Aspinall. — I do not know whether it is wishful to tell us, but there was some
controversy between Captain Kendall and the Master of the Storstad on the bridge;
there always is in those cases.

The Witness. — I wish to tell it.

Lord Mersey. — You may wish to tell it, but we must consider whether it is
relevant or not. What do you say, Mr. Duclos?

Mr. Duclos. — I have no objection.

LotfD Mersey. — Would you prefer that he should give it?

Mr. Duclos. — I would prefer.

Lord Mersey. — I think you had better ask the witness to state it.

The Witness. — I then went on the bridge of the Storstad. I said : ' Are you the
captain of this ship ? ' He said : l Yes.' I said : ' You have sunk my ship.' I said : l You
were going full speed, and in that dense fog.' He said : ' I was not going full speed,
you were going full speed.' With that the pilot of the Storstad, who had just
boarded, came to me and said : ' Do not say anything ; you had better go below.' With
that I went off the bridge and went into his chart room. It was then I collapsed.

352. Q. You know no more? — A. I know no more.

At one o'clock the Commission took recess.

The Commission resumed at 2.15 p.m.

Mr. Newcombe. — In mentioning the appearances this morning, I unfortunately
omitted to inform the tribunal that Mr. Vaux, of the Board of Trade, has come out
under instructions of the Board of Trade to assist in the preparation and submission
of the case.

Lord Mersey. — I understand that.

Captain Kendall (resuming his evidence) :

Mr. Aspinall. — There is a matter in which I desire to ask your Lordship's
ruling. Certain statements have appeared in a newspaper reflecting upon the con-
duct of Captain Kendall, and he is very anxious to have this opportunity in public
court of refuting the accuracy of those statements.

Lord Mersey. — I do not like paying any attention to newspaper animadversions;
they are better left alone.

Captain Kendall. — Thank you, my Lord.

Mr. Aspinall. — Captain Kendall very naturally feels very sore over the matter,
but I leave it at that.

Mr. Haight. — May I see the chart that Captain Kendall marked this morning?

By Mr. Haight:

353. Q. Captain Kendall, will you please tell me whose watch it was as you
approached Father Point — was it the chief officers? — A. (Captain Kendall) The first
officer's, Mr. Jones's.

354. Q. Who was regularly stationed on the bridge with the first officer during
the watch?— A. Officer ?

KENDALL.

216—3*

36 MARINE AND FISHERIES

5 GEORGE V., A. 1915

355. Q. He was not there alone? — A. No — do you mean another officer?

356. Q. Anybody.— A. The third officer.

357. Q. Which third officer?— A. Mr. Moore.

358. Q. Whose watch was it in the engine room? — A. I cannot say.

359. Q. You do not know whether it was the first assistant or the second? — A.
No, I do not.

300. Q. When had the watch been changed before you reached Father Point? —
A. Midnight.

361. Q. And the chief officer was on the bridge from when to when? — A. From
2 to 4 o'clock.

362. Q. Have you any list which will show how many men on the deck and in the
engine room who were actually on duty have been saved?— -A. I have no list.

363. Q. Will your engine room log or anything else show which men were actu-
ally on duty? — A. I do not think any documents were saved — none whatever— except
my scrap log.

361. Q. Were the engineers who were on this watch saved ? — A. They were.
365. Q. What course were you steering as you approached Father Point? — A.
South 87 East by compass.

360. Q. How long did you run on that course? — A. That was South 81 magnetic.

367. Q. That will be East magnetic. How long had you been making a magnetic
course due East while approaching Father Point? — A. Since Bic Island was on the
beam.

368. How many knots would that be? — A. The distance is about 19 miles.
309. Q. How close did the Empress of Ireland run to the pilot boat? — A. The

pilot boat comes alongside the ship.

370. Q. How close did you run to the light at Father Point? — A. About one mile
off Father Point gas buoy.

371. Q. How far is the gas buoy off shore? — A. About two cables; I cannot give
the exact distance.

372. Q. Of course, you were only a little over a mile out from the shore when
you dropped your pilot? — A. From the end of the wharf a mile and a half.

373. Q. How long were you stationary off Father Point while you were dropping
your pilot ? — A. 1 should think about five or ten minutes.

374. Q. Will you be good enough to make a diagram showing the relative posi-
tions of the two steamers when they actually touched in contact? (Captain Kendall
drew diagram on paper.) Will you also say which boat is the larger? — A. The
largest is the Empress. You gave me two models one small and one big and I took it
that the largest one would represent the Empress. (Diagram marked Exhibit No. 1.)

375. Q. A.s I understand you, Captain, at the moment of contact your heading was
North 73 East magnetic? — A. North 75 compass, 3 degress westerly deviation North 72.

376. Q. And immediately before the vessels came together you heard the whistle?
blown by the Storstad first two points, then four points, then six points on your star-
board bow? — A. Yes. x

377. Q. How close did the whistle of the Storstad sound to you when you heard
her whistle two points off on your starboard bow? — A. At a safe distance.

378. Q. Could you form any estimate? — A. Yes, by the dimness of the sound.

379. Q. Was it a mile? — A. It might have been a mile or half a mile — that I can-
not say — according to the mechanism of his whistle. I do not know whether he has a
powerful or a weak one. Different vessels have different whistles.

By Lord Mersey:

380. Q. Can you rely upon the whistle as being an indication as to where a ship
is or as to how far away she is? — A. The direction but not the distance.

KENDALL.

EMPRESS OF IRELAND— STORSTAD COLLISION 37

SESSIONAL PAPER No. 21b

381. Q. You can rely on the whistle for the direction? — A. I thought that without
wind, like it was that particular night, it was quite safe.

By Sir Adolpke Routhier:

382. Q. In a fog?— A. Yes.

382-|. Q. You are sure as to the direction? — A. Yes.

By Mr. Haight:

383. Q. How close did the whistle sound when you heard it six points on your
starboard bow ? Did you think that it might be about a mile or so away ? — A. I should
think that he would be passing a mile away.

383 J. Q. You thought the Storstad was a mile away? — A. A safe distance.

384. Q. Your course away from Father Point was North 47 East magnetic? — A.
Yes.

385. Q. When you first saw the masthead lights of the Storstad how did they
bear on your vessel approximately? — A. Between three and four points.

386. Q. On your starboard bow? — A. On my starboard bow.

387. Q. How far had you got away from Father Point when you saw his mast-
head lights ? — A. Just before getting Cock Point on the beam.

388. Q. How long before that do you think you started your engines full speed
ahead from Father Point? — A. About three miles.

389. Q. You were heading North 47 East magnetic? — A. Yes.

390. Q. You had him on your starboard hand and you were the burdened vessel?
— A. I had him on my starboard hand. Will you repeat that?

391. Q. At that time you were showing your starboard light to his port? — A. !
was.

392. Q. So that under the rules you were required to keep out of his way and he
was required to keep to his course and speed?

Lord Mersey. — Bead the rule.

Mr. Aspinall. — It is to be remembered that Capt. Kendall states in his evidence
that he had not seen the starboard light of the Storstad; he had seen the first two mast-
head lights but not the side lights.

Lord Mersey. — Will you read the rules ?

Mr. Haight.— Kule 19 is as follows :—

"When two steam vessels are crossing, so as to involve risk of collision, the
vessel which has the other on her starboard side shall keep out of the way of
the other."

Rule 22 :—

" Every vessel which is directed by these rules to keep out of the way of
another vessel shall, if the circumstances of the case admit, avoid crossing
ahead, of the other."

Lord Mersey. — It is the first of these two rules that you refer to ?

Mr. Haight. — Yes, and "I am about to refer to the second.

Lord Mersey. — I do not quite follow the question and the answer. Was there,
according to your view, danger of collision at this time? If there was not the rule does
not apply.

Mr. Haight. — As I understand the rule, when vessels are crossing courses, there
is always danger of collision if the course of each is maintained. When a man see a
vessel off his starboard hand bound up the St. Lawrence and he is bound out into the
gulf, as soon as he knows the position of the other vessel, which vessel he knows is
going up the river, the rule applies. That is my understanding.

Sir Adolphe Routhier. — You consider that the Empress was crossing?

KENDALL.

38 MARINE AND FISHERIES

5 GEORGE V., A. 1915
Mr. Haigiit. — Yes, sir.
By Mr. Haight:

393. Q. Assuming, Capt. Kendall, that the Storstad was bound to Montral when
you were on a course North 47 East it would necessarily be a crossing course with you?
— A. Assuming what?

394. Q. When you first saw the Storstad you recognized that she was going up
the St. Lawrence and that she was on your starboard hand?— A. Quite so.

395. Q. That then called upon you to keep out of her way and not to keep jon
your course? — A. The distance between the two ships at that time was too far apart
to consider any point of collision.

By Lord Mersey:

396. Q. If they had kept on their course would there have been any collision?
— A. No, my Lord, not on the course we were steering as the distance between the
two ships was too far apart.

By Mr. Haight:

397. Q. If he had kept on his course as his vessel was first seen by you, would you
have crossed his bow or gone under his stern ? — A. I would have gone ahead of her a long
time before she would have got to that point.

398. Q. How much do you think you -should have cleared her bow if you had
continued on your course North 47 East magnetic? — A. It is not a question of a short
distance; it would be a great distance, a very great distance with the speed of my
ship compared with the speed of his.

399. You would have crossed her bow by a mile or two? — A. By keeping on my
course North 47 magnetic.

400. Q. You say that your -speed was such that you would have cleared him if
you had remained on your course North 47 East? — A. Yes.

401. Q. When you changed your course North 72 East you headed your vessel very
much more towards the Storstadl — A. Towards the land and the Storstad.

40'2. Q. Towards the Storstadl That change increased the risk of collision? — A.
No, that did not increase the risk.

403. Q. Well, you brought your course so that you would pass very much more
closely to the Storstadl — A. I had sighted his mast lights and the position he was
steering.

Lord Mersey. — Keep to the answer and you can explain afterwards. It is the
truth to say that the change which you made did bring you closer to the ship? —
A. It is.

By Mr. Haight:

404. Q. When you changed from a course of North 47 East, how far had you run
from Father Point? — A. About 4£ miles.

405. Q. When the vessels came together, did they remain in contact only an
instant, or did the Storstad immediately back away? — A. She seemed to tear the
ship's side as she went away with her.

406. Q. How long do you think the stem of the Storstad was in the wound? — A.
It was a matter of moments.

407. Q. Three or four minutes? — A. I cannot give you any statement as regards
time; it was a matter of moments.

By Lord Mersey:

408. Q. A matter of moments, I suppose, would be a matter of seconds? — A.

A matter of seconds.

KENDALL,.

EMPRESS OF IRELAND— STORSTAD COLLISION 39

SESSIONAL PAPER No. 21b
By Mr. Haight:

409. Q. The Storstad was only in contact a few seconds and then backed away?
— A. Then backed away.

410. Q. Your statement is that your boat was absolutely dead in the water? —
A. Stopped.

411. Q. You feel positive of that? — A. I am positive she was stopped with no
way upon her.

412. Q. There was no reason why the Storstad might not have stayed in the
wound and perhaps saved this fearful catastrophe at least in part? — A. There was no
reason.

413. Q. Did she back away practically on the angle at which she had hit you?
A. No.

414. How did she back up? — A. She backed away with her stern towards my
stern.

By Lord Mersey:

415. Q. With her stern towards your stern? — A. She swung around in this direc-
tion (indicating).

By Mr. Haight:

416. Q. How do you mean with her stern swinging up against you; if she punc-
tured you angling towards your bow then her stern was towards your bow and her
stem down more or less towards the stern? — A. Because, he gave the order for full
speed astern, and when the shock took place the right hand propellor was thrown
around in the direction I mention.

417. Do you think that after the stem had punctured the side of the Empress
of Ireland the action of the reversed engines would be sufficient to move the entire
steamer around as well as the stem? — A. Quite so.

418. Q. You first saw the Storstad about 100 feet aWay from you? — A. About
100 feet.

419. Q. And you say she was going then and that you saw quick water at her stem?
—A. T did.

420. Q. Did you estimate he* speed? — A. 10 knots.

421. Q. Assuming that you stopped your vessel in two minutes, do you think that
the Storstad, loaded with about 11,000 tons of coal, could stop any quicker? — A. No.

422. Q. She would run probably farther through the water if anything? — A. Yes.

423. Q. How do you think that a vessel going 12 knots an hour, 100 feet away
from you could succeed in backing away from you in a matter of three or four seconds
after she struck you? — A. It was the impact that drove the ship back. With the
speed on her engines at the moment.

. 424. Q. Do you think she would strike you and bounce away if she reversed her
engines 50 feet away from you — rebound? — A. Yes, she rebounded to a certain extent.

425. Q. If she had kept her engines full speed ahead she would have rebounded?
— A. She would still go back.

426. Q. Is it not surprising that a boat that is going 12 knots an hour that shows
only 50 or 75 feet away from you, can then come up, touch you, and back right off? —
A. No.

By Lord Mersey :

427. Q. Ten knots?— A. Ten knots, I said, My Lord.

By Mr. Haight:

428. Q. Yes, I apologize, I did not mean to mention a different figure from that
which the Captain gave. When did you take command of the Empress, Captain \ — A.
On the 1st of May.

429. Q. Where was she then?— A. Halifax, N.S.

KENDALL.

40 MARINE AND FISHERIES

5 GEORGE V., A. 1915

430. Q. You made a trip out and back ? — A. Yes.

431. Q. When was this test made in which you ascertained how fast you could
stop your vessel and put her astern?— A. It was made off Point Lynas on the Welsh
coast.

432. Q. Was that on your first trip ? — A. On my way out from Halifax.

433. Q. You took charge of the boat at Halifax and on going out from Halifax
you made this test? — A. When I arrived off the Welch coast approaching Liverpool.

434. Q. Is there not a fairly well defined rule as to how far a steamer will run
if you give her length and ordinary engine power. — A. It all depends on the build of
the vessel.

435. Q. You feel satisfied that, going 18 knots an hour, you could stop your
vessel in two minutes ? — A. With 18,000 horse power machinery.

436. Q. Do you realize how many feet a minute 18 knots amounts to? — A. I do
not realize the amount of feet per minute but I realize what I have seen and done.

437. Q. 18 knots an hour is about the equivalent of 1,800 feet a minute? — A.
Quite so.

438. Q. You think you could overcome that speed in two minutes ? — A. Yes, I do.

439. Q. Do I understand you correctly that you went up on your upper bridge and
cook the bearing of the Storstad range light and estimated that the ^essels were then
starboard to starboard before you could see the Storstad' s coloured light at all? — A.
Yes. /

440. Q. So that you changed your course before you saw her green light? — A.
Yes.

441. Q. You said that when you saw the Storstad's lights become misty, you
stopped your ship? — A. I did.

442. Q. Is it usual, when you consider that you are in a position of absolute
safety, to stop your vessel entirely, because the lights look a little misty? — A. A fog
bank was approaching me from the land. Not knowing the thickness of this fog I
thought it my duty to stop my ship knowing that there was a vessel in the vicinity.

443. Q. You have said that you were in a position of starboard to starboard so
that your boats were in no danger of collision? — A. Quite so.

444. Q. When there is only one vessel in the vicinity and that vessel is absolutely
in a safe position do you always stop your engines dead? — A. Knowing the position
of the Storstad and knowing the denseness of the fog, I am not in a position to know
what the other vessel is most likely to do.

445. Q. You considered that there was no possible danger? — A. I considered I
was in a position of safety but not knowing what the other vessel might do when the
fog covered her.

446. Q. Then, at that time you were not anticipating a possible violent change
of course on the part of the other vessel? — A. No.

447. Q. Shortly after you stopped you actually saw the Storstad's green light? —
A. Before the ship's way was off her I did not see her light.

448. Q. Shortly after you stopped the engines? — A. Then I saw his green light.

449. Q. The moment that he let you see his green light you ordered your engines
full speed astern? — A. Yes.

450. Q. Why should you put your engines full speed astern with the vessel green
to green and in safety? — A. The fog would be approaching the ship; I did not know
and I preferred to stop until the fog had passed over.

451. Q. There is no rule which suggests running full speed astern or stopping
dead ? — A. I took the way off my ship because she is a ship that will carry a lot of way
with the engines reversed.

452. Q. And it follows then that with vessels green to green it was a wise pre-
caution to put your engines full speed astern ? — A. And take the way off my ship.

KENDALL.

EMPRESS OF IRELAND— STORSTAD COLLISION 41

SESSIONAL PAPER No. 21b

453. Q. You kept them going full speed astern until you got absolutely stopped
dead in the water? — A. I did.

454. Q. You not only took off your* fast headway but you took off all your head-
way?— A. I did.

455. Q. And you were absolutely inert? — A. I was.

456. Q. When you blew your first signal, three, and put your engines full speed
astern, you could still see the Stortad's light apparently? — A. After the first three
blasts.

457. Q. With the lights still showing, and with the vessels in the position of
green to green, you still went full speed astern? — A. With the fog dimming their
lights.

458. Q. And you continued to see the green light of the Storstad for some little
time while you were going full speed astern? — A. Yes, for a minute.

By Lord Mersey;

459. Q. Will you tell me again what was your reason for going full speed astern?
— A. To take the way off my ship, my lord.

460. Q. Why did you want to do that? — A. Because I was in that spot and the
Empress of Ireland is a ship, that when she is proceeding at 18 knots, will carry quite
a lot of headway; she will continue running for a mile or two.

461. Q. Your steamer? — A. Yes.

462. Q. Why did you want to stop? — A. Because I saw this thick fog bank
approaching from the land.

463. Q. There was no other steamer complicating the situation except the Stor-
stadt — A. No other steamer to my knowledge, my lord.

464. Q. Did you anticipate that she would do something that she ought not to do ?
— A. I anticipated that she might do anything if she were covered by the fog and the
fog came between us.

By Mr. Haight;

465. Q. You said on your direct examination that the collision as it occurred, was
only possible because of the Storstad cutting across and changing its course radically?
—A. Yes.

466. Q^If you were heading North 72 East when the vessels came into contact
at the angle shown in the diagram, (Exhibit 1) which you have drawn, the Storstad
must have been pointed out almost into the river, would you not think? — A. To
about Nor' Nor' West.

467. Q. Assuming that the Storstad was originally, when she sighted you, on a
course of West by South, she had changed her course about seven points before she
hit you ? — A. Apparently.

468. Q. There is no reasonable explanation that you can give for such a radical
change of course as that? — A. I can give no explanation.

469. Q. It would sound almost as if she were trying to run you down? — A. I
would not say that.

470. Q. At least you can think of no rational cause for a man who is bound into
Father Point changing his course Nor' Nor'-West and swinging seven points in a
fog? — A. I can give an opinion of why he did it.

By Lord Mersey:

471. Q. I should like to hear it? — A. My own opinion is that as this man was
approaching Father Point he was perhaps on the other side of the fog bank

472. Q. What do you mean by the other side of the fog bank? — A. On the other
side from me and towards the shore.

KENDALL.

42 MARINE AND FISHERIES

5 GEORGE V., A. 1915
By Sir Adolphe Routhier:

473. Q. To the North or to the South?— A. To the South— and that he sighted,
off his port bow, Cock Point gas buoy, which is an occulting light, and he immediately
put his helm hard-a-port knowing that it marked a shoal.

By Lord Mersey:

474. Q. You think he tried to avoid running on a shoal? — A. That is my opinion,
by porting his helm.

By Chief Justice McLeod:

475. Q. Was he at that time near the shoal? — A. He would have been 2£ miles onto
my position — somewhere about that.

By Mr. Haight:

476. Q. I see by the chart, Captain, that Cock Point light, which, as I understand,
is a gas buoy, is in deep water beyond the shoal and that boats go close to' it? — A.
Not inside of it.

477. Q. Do you think the Storstad may have been so close in shore that he got
Cock Point light on his starboard bow? — A. No, on his port bow.

478. Q. If he had it on his port bow he would be safe? — A. He would but he
might have been in close and the fog lifting and, he seeing this light, ported his helm.

479. Q. Is it not a fact that the fog you saw was down river? — A. Between my-
self and the Storstad.

480. Q. When you left Father Point was it clear below? — A. Yes.

481. So that at the time the master of the Storstad could see the shore, Cock
Point and Father Point?— A. Yes.

482. Q. It would be pretty hard to be taken unawares at Cock Point light? — A. I
am not supposed to know his actions when he was in the fog.

483. Q. You cannot think of any other reason why he should have changed his
course seven points? — A. I know of no reason except that.

484. Q. Now, assuming, Captain, that the Storstad was maintaining her course,
and you, as you went out into the river, starboarded your helm, the changes in bearings
which you have testified to would have been exactly the same, would they not? — A.
When the light was hid from view how was I to know his change in bearing?

485. Q. You heard his whistle at first two points, and then four points, and then
six points, on the starboard bow you said ? — A. Yes.

486. Q. Now that result would have been exactly the same would it not if he had
held his course, and you had changed your course on the starboard wheel? — A. When
the fog came on I considered it my duty

Lord Mersey. — No, no — please answer the question. Put it to him again, Mr.
Haight.

By Mr. Haight :

487. Q. When you heard the whistle of the Storstad at first two points, and then
four, and then six points on the starboard bow, that result would have been accom-
plished, would it not, if the Storstad had been bearing West by South, holding her
course and you sheering on your starboard wheel? — A. Yes.

488. Q. How long do you think it was between the time that the fog first shut out
the Storstad and the moment of the actual collision? — A. About ten minutes.

489. Q. Is it customary for the master to remain on the bridge after the steamer
has dropped her pilot at Father Point when the chief officer is on watch and apparently
everything is clear ahead? — A. It is customary in the Canadian Pacific Railway
steamships.

490. Q. Ordinarily leaving Father Point at that hour in the morning how long do
you stay on the bridge? — A. I was intending to remain on until daylight, when I would
be relieved by the chief officer.

KENDALL.

EMPRESS OF IRELAND— STORSTAD COLLISION 43

SESSIONAL PAPER No. 21b

491. Q. But that was the chief officer's watch? — A. No, the first officer.

492. Q. Tell me, please, exactly how many officers you had on board? — A. Six.

493. Q. What are their degrees? — A. Chief, first, second, extra second, third and
fourth.

494. Q. Then the first officer is the second mate as generally spoken of ? — A. He is.

495. Q. On the ordinary vessel he would be called the second mate? — A. He would.

496. Q. He, I understand, survived? — A. He did.

497. Q. Do you usually. keep the bridge when he is on his watch? — A. In the
vicinity of the land.

498. Q. When you first saw the Storstad through the fog, about 100 feet away,
coming out of the fog, you considered the collision inevitable? — A. I did.

499. Q. You did not then close or order closed your watertight bulkhead doors ? — ■
A. Not the first order.

Lord Mersey. — Now, Mr. Haight, have you left the manoeuvres of these two ships ?

Mr. Haight. — I think, Sir, that

Lord Mersey. — Because if you have there is something that I want to have
cleared up.

Mr. Haight. — I think, Sir, that practically covers ir.

Lord Mbksey. — Now, let me understand — Captain Kendall's suggestion is that
the Storstad ported her helm and so brought the stem of the Storstad into collision
with the starboard side of the Empress. Your suggestion, as I understand it, is that
the helm of the Storstad never was ported.

Mr. Haight. — No, my Lord, our course never changed to starboard.

Lord Mersey. — That was as I understood you, you say you persevere in your
course ?

Mr. Haight. — Absolutely, my Lord.

Lord Mersey. — And you are -suggesting by your questions that it was the Empress
that changed her course and starboarded her helm and went over to port. Now, I
asked this gentleman for an explanation, if he could give me one, of the course which
he says the Storstad followed in porting her helm, and he gave me an explanation,
whatever it may be worth, that the Storstad had proba'bly seen an occulting light that
marks a shoal, and her officer in charge on the bridge had probably ported her helm
in order to avoid this shoal; now will you please tell me and my assistants for what
purpose you suggest the Empress changed her course? He has told me what he thinks
is the explanation of the Storstad doing what you say she never did — now I want your
explanation of the reason why the Empress did what Captain Kendall says she never
did?

Mr. Haight. — I can only answer that question, my Lord, by surmising somewhat.
I know that on our boat, if all my witnesses are not falsifying in their statements to
me, we saw first her green light and then her red light.

Lord Mersey. — But you are not answering my question.

Mr. Haight. — I am going to, my Lord. My only hypothesis is that as the wheel
of the Empress was ordered ported, as Captain Kendall states, from a course of
N. 47 E. to N. 72, that would, on our course and in our position, -show us his red
light. I think at this stage of the testimony there is no foundation for it, but it is my
idea that one man, perhaps the second mate, ordered his wheel ported, and that
another man subsequently ordered the wheel starboarded.

Lord Mersey. — Why?

KENDALL.

44 MARINE AND FISHERIES

5 GEORGE V., A. 1915

Mr. Haight. — It is exceedingly difficult to say why, unless the position was sup-
posed to be safe, and the fog had shut us Qut, and the course was going to take them
a little out of their ordinary way, and the big steamship said: we have speed enough
and room enough, and we can cross his bow. It is very hard to explain rationally, I
admit, that is, if one man knows all the conditions.

500. Q. How far do you think the vessels separated, Captain Kendall, after the
collision, when the Storstad backed away ? — A. When I saw the Storstad after the ship
had foundered I should say the Storstad would be about a mile away.

501. Q. And you think your vessel went down very close to where she was hit?—
A. I certainly do.

502. Q. So that your conclusion was that the Storstad had not only backed out
of the wound without any reason for it, but had continued backing until she was a
mile away from you? — A. Yes.

503. Q. As I understand you, as the vessels separated the Storstad had swung
around on to your starboard quarter, and the boats were heading more or less in the
same direction? — A. Yes.

504. Q. That precise phenomenon would have resulted if the Storstad had been
going slowly and the Empress had been going ten or twelve knots ahead, would it not?
—A. No.

505. Q. Why not?— A. Not so rapidly.

506. Q. Do you think the Storstad could swing you around bodily with her engines
going full speed astern faster than you could swing her around if your engines were
going half speed or full speed ahead? — A. I think it was the first blow that made the
ship move from the course she was on to the course she was on when she foundered.

507. Q. Would not the first blow result in a cut into your side? — your plating is
about half an inch, I suppose? — A. Seven-eighths of an inch.

508. Q. Well, surely a boat with 11,000 tons of coal and her own weight, when she
hits seven-eights inch plating would cut a hole in it? — A. Yes, but the mass has to
mo\e as well.

509. Q. Is it not true that the stem of the Storstad cut into your engine room?
— A. That I couldn't say.

510. Q. Has no one told you where the stem cut to ?— A. No, I don't know where
it cut to, the exact position.

511. Q. You yourself stated that our stem hit the bulkhead, did you not? — A. Yes.

512. Q. That is the bulkhead in the engine room? — A. No.

513. Q. After the engine room? — A. No.

514. Q. Forward of the engine room? — A. Yes, between the stoke-hold and the
engine room, not in the engine room.

515. Q. Your blue prints will show precisely where it is? — A. They will.

516. Q. What made you think that she struck there? — A. The way the ship
listed over and foundered so rapidly.

517. Q. You have not asked anyone from below at what point the stem came in?
—A. No.

By Lord Mersey:

518. Q. In your opinion how many water-tight compartments were open to the
sea? — A. That would be a difficult question to answer, my Lord.

519. Q. Certainly more than two? — A. Oh, yes, certainly more than two.

520. Q. Well, how many do you suppose? — A. Well, I should say the whole stoke-
hold right in the body of the ship was exposed to the sea.

521. Q. I want to know how many water-tight compartments were open to the sea?
-A. It w^uld be about three.

522. Q. About three compartments open? — A. I think about three, my Lord.

523. Q. With two open to the sea she would float? — A. She would.

KENDALL.

EMPRESS OF IRELAND— STORSTAD COLLISION 45

SESSIONAL PAPER No. 21b

By Chief Justice McLeod:

524. Q. Which compartments would they be that were open? — A. The stoke-hold
and boiler rooms. I should say about three compartments. When the Storstad struck
the Empress a. sheet of fire shot out from the side of the, ship.

525. Q. What is that? — A. I say when the stem of the Storstad struck the Empress
a sheet of fire shot out in all directions from the Empress.

By Mr. Newcombe:

526. Q. What was the cause of that?— A. That I couldn't say.
By Lord Mersey:

527. Q. What do you think that was from? — A. I think she struck one of the
boilers.

By Mr. Haight:

528. Q. I asked you, Captain Kendall, and I do not fhink you answered the ques-
tion directly, would it not be true that if the Empress of Ireland, making ten or twelve
knots, and the Storstad moving more or less slowly, if the Empress had been speeding
across the bow of the Storstad after the bow penetrated your side, it would have swung
the bow of the Storstad around to starboard and would have caused the vessels to
separate as you say they separated? — A. If my ship had been going ahead that is
what would have happened.

By Lord Mersey:

529. Q. How long had you been lying motionless? — A. From about five to seven
minutes, my Lord.

By Sir Adolphe Routhier:

530. Q. Was it foggy then? — A. It was foggy.

531. Q. Had the Storstad whistled? — A. She answered with a prolonged whistle.

532. Q. And then, according to what you told us, you could locate the Storstadt
— A. Approximately, from where the sound came from.

533. Q. I asked you if you were sure of it, and you said you were sure? — A. Well,
approximately.

534. Q. Approximately only? — A. Yes.

By Chief Justice McLeod:

535. Q. Do I understand you were lying absolutely motionless from five to seven
minutes? — A. Yes, my Lord.

By Mr. Haight:

536. Q. As I understand you, Captain Kendall, when you saw the Storstad 100 feet
off coming out of the fog, you ordered your engines full speed ahead — do you think
there was time for your boat to start ahead at all ? — A. No.

537. Q. She was still dead in the water ? — A. She was still dead in the water, yes.

538. Q. Now will you try to give, in chronological order with the time elapsed,
the series of your whistles and the answers? I would like to know just how far you
were from Father Point and on what course when you blew your first one long blast?
— A. I did not blow one long blast.

539. Q. When the fog first came on, did you never blow a running whistle? — A.
1 stopped my ship before the fog came between the two ships.

540. Q. So you never blew a signal of one whistle, the ordinary fog blast? — A.
No.

541. Q. How far do you think you were from Father Point when you blew your
first -whistle, which I understand now was three blasts? — A. About six and a half
miles.

KENDALL.

46 MARINE AND FISHERIES

5 GEORGE V., A. 1915

542. Q. And how were you then heading? — A. North 76 E. compass, North 73
magnetic.

543. Q. And how far off was the Storstad at that time, Captain Kendall? — A.
About two miles.

544. Q. And how did she bear? — A. North '87 East by compass, North 84 by
magnetic.

, 545. Q. And how long was it before you blew the next signal of three whistles?
— A. I should say probably about as much as a minute.

546. Q. And how far do you think you had gone in that minute? — A. Appar-
ently a ship's length.

547. Q. Could you then see the Storstad ? — A. No.

548. Q. Where were you when you blew your next whistle? — A. Almost on the
point of being stopped.

549. Q. But where were you with reference to the point when you blew your
second signal of three whistles — how far had you gone ahead in the meanwhile? —
A. About another ship's length.

550. Q. And how long elapsed between the second and third signal? — A. A little
over a minute perhaps.

551. Q. When did you stop your engines from their reversed motion? — A. When
I saw the ship was stopped.

552. Q. But with reference to your whistles — was it at the time you hlew the
second or third? — A. After I blew the second three blasts.

553. Q. Now to each of these signals did you get an answer? — A. A prolonged
blast.

554. Q. Sounding continuously on your starboard side? — A. Yes, a prolonged
blast on the starboard side.

555. Q. Now, after your third signal of three whistles, your next was what? —
A. After the second signal of three whistles.

556. Q. No, after the third, your next signal was what? — A. I only blew two
signals of three whistles each.

557. Q. I understood you differently — at any rate you blew first a signal of three
whistles? — A. Yes.

558. Q. And then a signal of three more? — A. Yes, when the ship was stopped
just before the way was off.

559. Q. Then the next was what? — A. When I found the way was off the ship,
I blew two prolonged blasts.

560. Q. And how much time elapsed between the second signal of three whistles,
and the first signal of two whistles? — A. A couple of minutes.

561. Q. And then how much did you change your position? — A. The ship was
stopped.

562. Q. Then you blew the signal of two whistles, which was the third whistle
in the same spot where you blew the second and third ? — A. Not in the same spot, but
almost.

563. — Q. And what was the next?— A. Two prolonged blasts.

564. Q. And how long after the third signal was the fourth signal given? — A.
About a minute.

565. Q. And what was your position with reference to your position at the time
the third signal was given? — A. We were still in the same position.

566. Q. And what was your next signal? — A. I didn't blow any more.

567. Q. So you blew three blasts twice and two blasts twice, is that right? — A.
Yes.

568. Q. And how long elapsed all told between the first three and the second two ?
— A. About four or five minutes.

KENDALL.

EMPRESS OF IRELAND— STORSTAD COLLISION 47

SESSIONAL PAPER No. 21b

569. Q. And how far do you think your vessel ran? — A. About two ship's lengths.

570. Q. That is from the first signal of three whistles to the second signal of two
whistles? — A. Yes.

571. Q. That is during the five minutes you were blowing the four signals you
think you only ran A. Two lengths.

572. Q. Only two lengths?— A. Yes.

573. Q. And during that entire time you think you maintained your heading? —
A. I did.

574. Q. Did you watch the compass from time to time to make sure of that? —
A. Before I blew the last two prolonged blasts I went up on to the standard compass
and looked at the direction of the ship's head.

575. Q. That was the fourth signal? — A. Yes, before the fourth signal.

576. Q. And how was she still heading? — A. North 75 East by compass.

577. Q. How long all told do you think your vessel was actually dead in the
water? — A. About seven minutes.

578. Q. And during that seven minutes would the current have any effect upon
your boat at all ? — A. Very little.

579. Q. Well you think actually in this case it had absolutely none at all? — A. No.
It runs about one and a half to two and a half knots per hour.

580. Q. But upon your heading, your observation on the standard compass was
that the current had not changed your heading at all ? — A. No, not at all.

581. Q. Now will you please state in precise order the exact orders that you gave
after you saw the Storstad coming out of the fog about one hundred feet away? —
A. I shouted through my megaphone to the Storstad to go full speed astern.

582. Q. And heard no answer? — A. No, I shouted several times quickly.

583. Q. And what was the next order that you gave? — A. I sent my first officer
away at once to get the life-boats ready ; I rang my engines full speed ahead, threw
my helm hard-a-port, and by the time the engineer had answered me from the engine-
room from his telegraph the Storstad had struck the Empress. I then ran to the
telegraph and started the engines and rang to close the water-tight doors and shouted
to the Storstad to keep full speed ahead, to keep full speed ahead.

584. Q. And then you ordered the boats .... A. It would be impossible for me
now to tell you the orders I gave.

By Lord Mersey:

585. Q. You say the Storstad was about 100 feet away from you when you saw
her? — A. Approximately, my Lord.

586. Q. At what speed was she going then — you said you thought about 10 knots,
did you not? — A. I should say about 10 knots by the foam at her bow.

587. Q. And how long would it take her to reach you? — A. It would be a matter
of seconds, my Lord.

588. Q. Well can you give us an idea how long it would take her?

Mr. Haight. — If your Lordship will allow me, ten knots an hour is 1,000 feet a
minute, and Captain Kendall said she was about 100 feet off, so that would be about six
seconds.

By Lord Mersey:

589. Q. Now will you tell me again, captain, what the orders were that you gave
during those six seconds? — A. I shouted to the Storstad to go full speed astern and
I shouted to the first officer to get the boats out, and I threw the engine full speed
ahead.

590. Q. But you gave other orders before you came to that ? — A. I shouted to the
Storstad to go full speed astern.

591. Q. Well now, tell us again what you have just told Mr. Haight, the orders
you gave in those six seconds after you saw the Storstad coming out of the fog? — A.

KENDALL.

48 MARINE AND FISHERIES

5 GEORGE V., A. 1915

I just threw the engines full speed ahead and shouted helm hard-a-port, sent the
officer who was standing by me and said, get all boats out at once, when I was struck,
my ship was struck almost at the time that my telegraph rang to the engine-room.

{592. Q. You gave a great many orders in six seconds? — A. Yes, my Lord, I did.
When I say 100 feet, of course, that is approximate.

By Mr. Haight:
592J. Q. How far do you usually go from Metis Point? — A. About four and a
half miles.

593. Q. Leaving Father Point, do you usually take a course out into the river
and then straighten down and leave Metis Point on your starboard about four and
a half miles away? — A. Pour to five miles away.

594. Q. In your direct examination you spoke of a conversation with the master
of the Storstad. As I understand you, you went into the chart-room or on the bridge
and said to the captain of the Storstad, l You sank my ship, you were going full
speed ahead,' and he said, ' I was not going full speed ahead, you were.' Is that
correct, Captain Kendall? — A. Yes.

595. Q. Did you at that time drop down on to a bench in the chart-room and
drop your face in your hands and -say : ' I wish to God I had gone faster ? ' — A. No.

596. Q. Was there any conversation at all of that character? — A. On the bridge
before, when I saw him on the bridge, he said : ' You were going full speed,' and I
•said : ' I wish I was ; if I had been you would never have hit me.' That was my
remark.

597. Q. Did you at that time accuse the captain of the Storstad of having changed
his course and deliberately run you down? — A. No.

598. Q. Did you complain at that time that he had quite unnecessarily backed
off, and backed off half a mile and left you there to sink? — A. No.

599. Q. None of those things were discussed? — A. No.

600. Q. Do you remember passing another steamer, Captain Kendall, an hour
or two before? — A. No.

601. Q. Well, about ten o'clock, don't you remember? — A. I don't remember.
602. Q. Were you on the bridge? — A. Yes.

603. Q. How does the Empress of Ireland steer under normal conditions, easily
or otherwise? — A. Very easy.

604. Q. So that any change of course you do make is the result of deliberate
intention by actual change of wheel? — A. Yes.

605. Q. Has there recently been any change in the rudder of the Empress? — A
No.

606. Q. Was she at the time of the accident carrying the same rudder that was
originally installed when she was built ? — A. That I could not say.

607. Q. How old is she? — A. Eight years.

608. Q. Did you never hear, Captain Kendall, that the rudder of the Empress
actually was changed in an effort to cure bad steering qualities ? — A. No. It may have
been, but I do not know.

Lord Mersey. — The question is if you heard that? — A. No, my Lord, I never
heard it.

By Mr. Haight:

609. Q. Her stern is of quite a different construction from that of the ordinary
passenger steamer? — A. Yes.

610. Q. What is the difference? — A. There is a balanced rudder.

611. Q. The stern also, is that which is usually on battleships and cruisers, is it
not? — A. No.

612. Q. Has she the normal overhang? — A. Yes.

KENDALL.

EMPRESS OF IRELAND— STORSTAD COLLISION 49

SESSIONAL PAPER No. 21b

613. Q. Shaped like the ordinary passenger boats? — A. Yes.

614. Q. What has become of the log-book that was found?

Lord Mersey. — I thought the witness told us just now that the log-book had gone
down with the ship.

Mr. Haight. — No, your Lordship, I understood him to say on direct examination
that one had been found.

Lord Mersey. — His own scrap-log? — A. That is the log.

Mr. Haight. — That I suppose will be subject to examination?

Mr. Aspinall. — I understand that that was found by some one other than anybody
on our ship, and it has been in possession of the Government ever since, and we have
not seen it. Mr. Newcombe showed it to me just before lunch. But it ends at mid-
night, I think.

Lord Mersey. — Will you let me see it or do you object? Do you object to my
looking at this book, Mr. Haight ?

Mr. Haight. — Indeed I do not my Lord. I would like the same privilege.

Lord Mersey :

615. Q. Am I right in saying that this book was entered up only to midnight,
Captain Kendall? — A. Quite right, my Lord.

Lord Mersey. — Have you seen this book, Mr. Haight?

Mr. Haight. — I have not, my Lord.

Lord Mersey. — Then you ought to look at it.

Mr. Haight. — I would like to ask your Lordship also if we could not have the right
to inspect, if my learned friends have no objection, the logs of the Empress on the
two or three preceding voyages.

Lord Mersey. — I would like you to tell me what the point is on which you would
like to examine them.

Mr. Haight. — Simply to show the normal course of the Empress leaving Father
Point on her way to sea, if any inference can be drawn from what has been done in
the past.

Lord Mersey. — I think that might be valuable.

Mr. Aspinall. — My Lord, I understand these logs are in Liverpool, but we will
take immediate steps to have them sent out — whether they arrive in time or not I
cannot say.

Lord Mersey. — You must consider, Mr. Haight, whether it is worth while to
consider looking at those logs, considering that they are in Liverpool.

Mr. Aspinall. — If Mr. Haight on consideration still thinks it is well that he
should have them, we shall give effect to his request.

Mr. Haight. — I do not think we need to prolong the hearing on account of them.
If my learned friend will send a cable to mail them, and then if they do not turn up in
time we will not wait for them.

Lord Mersey. — Things might arrive from Liverpool and be found to be of as little
value as that log that I have just looked at. Now, I would like to know if any of the
other Counsel have any questions which they wish to put to Captain Kendall. First
I would ask Mr. Gibsone.

Mr. Geoffrion. — My Lord, I liave no questions to put to the witness now, but I
would ask that my right to put questions should be reserved to the last, as I appear

KENDALL.

21b— 4

50 MARINE AND FISHERIES

5 GEORGE V., A. 1915

for the officer. I mean I represent the witness who is in the box, and all I want would
be the right to re-examine him.

Lord Mersey. — I am afraid there is a mistake in identity. I meant to ask Mr.
Gibsone if he desired to ask any questions.

Mr. Gibsone. — Perhaps I should say, my Lord, what we have to respectfully sub-
mit to the court, as a matter that we consider of interest to the present inquiry. My
instructions are to deal with the points as to whether there were enough mariners,
able-bodied seamen, on board the Empress on this voyage. The instructions I have
are that this steamer had in her crew only 18 able-bodied seamen — she had a boat-
swain, a boatswain's mate, four quartermasters, a lamp-trimmer, a store-keeper, a
carpenter, a carpenter's mate, and 18 able-bodied seamen, a total of twenty-eight men
that may be classified as mariners, and we respectfully suggest, my Lord, that the
number is insufficient considering the size of the steamer and considering the fact that
there were thirty-two boats.

Lord Mersey. — Does the Union you represent consider it insufficient?

Mr. Gibsone. — That is it, my Lord. Your Lordship's ruling was that I should
not be allowed to ask any questions, but might suggest questions to the court.

Lord Mersey. — But I want to know the materiality of the question in this inquiry.
I can quite understand that the Union may feel aggrieved that not more men are
employed, but how does it affect the navigation? Do you suggest that the navigation
we are inquiring into was affected by the number of able seamen on board ?

Mr. Gibsone. — I suggest, my Lord, that there were not enough able-bodied sea-
men to man the boats, to put the boats into the water. There were sixteen boats on
the davits and there were only at the outside twenty-eight men who could be classed
as able seamen.

Lord Mersey. — On that point, Mr. Gibsone, you may ask as many questions as
you think are right. You may ask questions to the Captain directly.

Mr. Gibsone. — Also in answer to your Lordship's question I might say that I
think in the questions submitted by the Deputy Minister of Marine and Fisheries to
the Minister, if I recollect correctly — I only heard it read out once — but I think the
second question deals with the point I am drawing the attention of the court to now.

Lord Mersey. — Eead the question, Mr. Gibsone.

Mr. Gibsone. — I haven't a copy of these questions. However, one has just been
handed to me, and I refer to question 1, Section a. — What was the total number of
persons employed in any capacity on board her, and what were their respective rat-
ings? And it is questions referring to this that I suggest should be asked of the
master of the ship, with the purpose that I have just stated a moment ago.

Lord Mersey. — I have taken down so far only the statement that the crew con-
sisted of 420 men. I suppose that includes the stewards, and stewardesses, does it not?

Mr. Aspinall. — Yes, my Lord.

Lord Mersey. — Now what is it you wish to ask — how many of these were able-
bodied seamen or what?

Mr. Gibsone. — Yes, my Lord, to classify the crew.

By Lord Mersey:

616. Q. Can you tell us this, Captain Kendall, do you know how many of this
crew were able-bodied seamen? — A. The numbers I could not say — the number on the
deck.

617. Q. Oh, I am not talking about the deck? — A. The deck department I mean,
my Lord. I can get the figures right here.

KENDALL.

EMPRESS OF IRELAND— STORSTAD COLLISION 51

SESSIONAL PAPER No. 21b

618. Q. And now will you tell the court this, as far as your observation went,
were the boats got out as quickly as it was practicable to get them out?— A. They
were, my Lord.

619. Q. That is there were enough men or hands, there was no lack of hands
for that? — A. No, my Lord, I have here in my hands now the original crew list
leaving Liverpool.

By Mr. Gibsone:

620. Q. Will you please tell us, Captain Kendall, what your crew consisted of —
I think you said the total crew consisted of some 379 — I think those are the figures
I noted down.?— A. 420.

621. Q. What did they consist of so far as rating was concerned?
Lord Mersey. — You will find that in the paper, Mr. Gibsone.
Mr. Gibsone. — May I have time to count them out, my Lord?

Lord Mersey. — Now, is there any one else who wishes to cross-examine Captain
Kendall?

Mr. Newcombe. — My Lord, I propose, with your Lordship's permission, to put a
few questions to Captain Kendall.

Lord Mersey. — Very well, Mr. Newcombe.

By Mr. Newcombe:

622. Q. Captain Kendall, you know this book of regulations for the navigation
and discipline of the steamships of the Canadian Pacific Kailway Company that
has been referred to? — A. Yes.

623. Q. That is the book furnished you by the management for your guidance
as commander of the ship? — A. It is.

Q. Now, there are a few of those rules that I want to read and ask you about.
First, rule 193 — before the ship proceeds to sea at the commencement of any voyage,
the Commander, assisted by the Chief Officer, Chief Engineer, Purser, and Chief
Steward, will prepare a Fire and Boat Station Bill, appointing every man to his
proper post, and the utmost care must be taken that every man on board knows his
station and duty. Copies of the "Bill" will be posted in a conspicuous place in the
forecastle, engine rooms and steward's and foremens' quarters. This is one of the
rules that is found on page 55 of that little book.

Lord Mersey. — Those are the rules of the Canadian Pacific Railway Company,
I understand, Mr. Newcombe?

Mr. Newcombe. — Yes, my Lord. Then the rule proceeds to this effect : Boat
hands who are efficient will receive a Board of Trade certificate to that effect. They
must know their duties thoroughly. Every boat carrying less than sixty-one soula
•must have three efficient hands, from sixty-one to eighty-five souls, four, and from
eighty-five to one hundred and ten, five efficient hands.

624. Q. What do you say, Captain Kendall, about the execution of that rule at
Quebec upon the occasion of this voyage ? — A. That was carried out to the letter.

625. Q. Carried out to the letter?— A. Yes.

626. Q. And according to your statement you were well provided with efficient
hands for the management of these boats ? — A. We were.

627. Q. Now, here is another rule, Number 67: The cargo side ports will be
opened whenever possible for purposes of ventilation, gratings being invariably shipped.
These ports will be in the charge of the carpenter, and must only be opened by the
instructions of the Commander or Chief Officer. The most careful attention must be
given to the coaling ports below the upper deck. They will be in charge of the
carpenter, acting under the instructions of the Chief Officer. Closing of ports before

KENDALL.

216— 4£

52 MARINE AND FISHERIES

5 GEORGE V., A. 1915

sailing must be entered in log. Were these ports closed before you left Quebec, Captain
Kendall? — A. They were.

628. Q. When you speak of ports under that rule you refer to the large openings ? — -
A. The square ports, not ports in the rooms.

629. Q. Not the lights, of course ?— A. Oh, no.

630. Q. And you know those were closed on leaving Quebec on the' last voyage? — -
A. They were.

631. Q. Did you observe whether there was an entry made in the log of the closing
of these ports ? — A. No, the Chief Engineer reports it to me.

632. Q. It was reported to you? — A. Yes.

633. Q. Now, Rule 23 : The Commander, accompanied by the Doctor, Purser, and
Chief Steward (and in the engine rooms by the Chief Engineer), will, unless weather
conditions render it impracticable or unless the ship is in narrow waters, when the
Chief Officer will act as Deputy, hold a complete inspection of all parts of the ship each
day at ten-thirty a.m. During this inspection, all members of the crew detailed for
water-tight doors will be at stations, and all doors will be opened and closed. Notices
must be posted in the passengers' quarters to this effect, with a request that complaints
be made to the Commander. The Chief Steward will daily visit every stateroom
whether occupied or not.

Now, when was such an inspection as that made previous to the accident? — A. At a
quarter to eleven o'clock the same morning.

634. While at Quebec ? — A. Yes, the morning of leaving.
• 635. Q. At Quebec before you sailed? — A. Yes.

636. Q. And the members of the crew detailed for water-tight doors were at their
stations? — A. Yes.

Lord Mersey. — What is the point we are on at present, Mr. Newcombe ?

Mr. Newcombe. — One of our inquiries relates to the question as to whether these
various precautions providing for safety upon such occasions as this were complied
with. m

Lord Mersey. — Well, have you any information which leads you to believe that
they were not ?

Mr. Newcombe. — We have no information upon that subject.

Chief Justice McLeod. — These rules were prepared by the Company for the
management of the ship. Would it not be sufficient to ask Captain Kendall if the
regulations prepared by the Canadian Pacific ."Railway Company for the management
of the ship were all properly carried out?

Lord Mersey. — That seems to me to be sufficient.

Mr. Newcombe. — Well, Captain, you have heard the question suggested by Chief
Justice McLeod.

Chief Justice McLeod. — I suggested that you should ask it, Mr. Newcombe.

Mr. Newcombe. — It is suggested by the Court that I should ask you whether you
are prepared to say

Chief Justice McLeod. — Well, first of all I think he should be asked if he knows
the regulations.

Mr. Newcombe. — You have read this book of instructions, Captain Kendall?

Captain Kendall. — I have.

637. Q. And you are quite familiar with the instructions contained in this book?
—A. Yes.

638. Q. Now are you prepared to say that every one of these regulations was
carried out and observed in respect to this voyage? — A. Those that were practicable.

KENDALL.

EMPRESS OF IRELAND— STORS TAD COLLISION 53

SESSIONAL PAPER No. 21b

639. Q. What do you mean by a double watch going down the St. Lawrence — there
is a rule about having a double watch? — A. Two officers on at a time.

640. Q. On the bridge ? — A. Yes, and a double look-out.

641. Q. That is one man on A. One in the crow's nest and one in the stand

at- the forecastle head.

642. Q. And you had such a watch as that? — A. I had.

643. Q. Well now, Rule 44 says : Water-tight doors are to be ready to be closed
instantly, and every possible precaution taken for the safety of the ship. When to
the eastward of Longitude 11 West or to the Westward of Longitude 51 West, and
whenever in proximity to the land, frequent soundings must be taken.

Now, with regard to the provision that water-tight doors are to be ready to be
closed instantly — you were familiar with that rule? — A. Yes.

644. Q. Then the first words of that rule are as follows : in fog or snow speed is
always to be reduced, water-tight doors to be ready to be closed instantly, and every
precaution taken for the safety of the ship? — A. Yes.

645. Q. Now did you consider that you were in fog at the time of the collision
just before you met with this collision? — A. I was not in fog before, but during the
collision I was in fog.

646. Q. Was there anything done with respect to preparing to close these doors?
— A. Not at that time.

By Lord Mersey;

647. Q. And I suppose the doors were ready to be closed? — A. Yes, my Lord, all
ready. The crew simply waited for the signal.

By Mr. Newcombe:

648. Q. Now, Rule 50: The Commander will see that at all times in foggy wea-
ther or in falling snow hands are stationed to close instantly all water-tight doors
which are not already closed. All self-closing doors will be kept closed. If at any
time fog or snow shut down in the Gulf of St. Lawrence or St. Lawrence river, the
same special precaution must at once be taken, entry being made in the ship's log-
book and in the engineer's log-book of the time of opening and closing. Were the
self-closing doors kept closed on this occasion? — A. We have no self -closing doors.

649. Q. Well then, were hands stationed to close instantly all water-tight doors
which were not already closed — can you say whether any doors were closed after the
collision? — A. I can't say.

By Lord Mersey:

650. Q. I thought you told us just now that some doors had been closed before
you gave the order? — A. They were already doing it, my Lord.

651. Q. Before you gave the order? — A. Yes, I rang the telegraph, my Lord, and
then to make sure that my signal was not misunderstood I also spoke to the engineer
through the 'phone to the engine room.

652. Q. And the answer was that they were already doing it? — A. Yes, my Lord.

By Mr. Newcombe:

653. Q. Now, Captain Kendall, as I understand your testimony, with regard to the
collision, those two ships were never crossing ships with liability to collide until after
the Storstad came six or seven points on your starboard side ? — A. Quite so.

654. Q. What sort of a night was it — it was said to be clear, can you describe it —
was there a moon, were there stars shining? — A. A young moon, stars shining.

655. Q. A clear night? — A. A beautiful, clear night.

656. Q. You could see the land ?— A. Yes.

657. Q. And see the shore lights all about? — A. Yes.

KENDALL.

54 MARIXE AXD FISHERIES

5 GEORGE V., A. 1915

658. Q. And you could see the lights on a ship approaching at what distance? —
A. I should say at about eight miles.

659. Q. At about eight miles?— A. Yes.

660. Q. And you were on the bridge all the time? — A. Yes.

661. Q. You had picked up the lights of the Storstad in clear weather? — A. Yes.

662. Q. You knew that there was no other ship on the horizon? — A. Yes.

663. Q. When you first raised these lights am I right in saying that they were
very fine on your bow? — A. No, three or four points on my starboard bow.

664. Q. When you first raised them they were three or four points on your star-
board bow? — A. Yes.

665. Q. Well now, you were then on a course different from where you had put
your pilot down? — A. Yes.

666. Q. To make some offing, to make your course down-stream I suppose? — A.
Yes.

667. Q. And you did change your course after these lights came in view? — A. Yes.

668. Q. To the eastwards?—!. Yes.

669. Q- I think I am right in saying that, am I not? — A. Yes.

670. Q. At that time you had seen the masthead light? — A. Yes.

671. Q. Had you seen the coloured lights? — A. Not until I altered my course.

672. Q. Will you tell me again what the course was as altered? — A. N. 76 E. by
compass, N. 73 Magnetic.

673. Q. Now would that be the course you would hold going down river? — A.
It would.

674. Q. You were far enough away from land to take your regular course and
were going down stream on that course? — A. Yes, on a good safe course.

675. Q. You were bearing then with Cock Point how? Abeam? Cock Point would
be on your starboard beam about? — A. Yes.

676. Q. And at about what distance? — A. Two and a half to three miles.

677. Q. About two and a half to three miles when you took an easterly course?
—A. Yes.

678. Q. In going up and down there — a vessel coming up the St. Lawrence as the
Storstad was, does she cOme up in substantially the same course or locality that a
vessel would go down? — A. Not always.

679. Q. I mean to say is there any rule of practice with regard to that? — A. No.

680. Q. If you meet a vessel coming up there and you are going down in your
usual course, are you likely to raise her dead ahead of you or to starboard or port, or
how? Or is there any rule about it? — A. It all depends on the position of the other
ship.

681. Q. I know that, but I mean the usual course — is there any usual course for
vessels going up and going down? — A. No, no usual course.

682. Q. Of course they have to converge at Father Point anyway for pilotage
purposes, I understand? — A. Yes.

683. Q. But apart from that, you have your offing and you had your offing at a
distance of about three miles from the South shore as I understand it? — A. Yes.

By Lord Mersey:

684. Q. Did the Storstad have to pick up a pilot? — A. Yes, my Lord.
Q. Where?— A. At Father Point.

685. Q. She had not picked the pilot up ? — A. No.

Mr. Newcombe. — He would take up the pilot where Captain Kendall had put his
down.

By Lord Mersey:

686. Q. That is correct is it, Captain Kendall, that the Storstad would take up
a pilot at Father Point where you had put yours down ? — A. Yes, my Lord.

KENDALL.

EMPRESS OF IRELAND— STORSTAD COLLISION 55

SESSIONAL PAPER No. 21b

By Mr. Newcombe:

687. Q. Now, everything was clear, you were approaching each other at the normal
speed for both ships, you knew the Storstad was coming up, and you knew where you
were going, and you knew the speed of your ship — now I would like to know about
this — you say the fog came from the land? — A. Yes, from the land.

Lord Mersey. — He has told us that a long time ago that he saw the fog coming
from the land.

Mr. Newcombe. — Yes, my Lord, I do not want to ask a question which will dupli-
cate any evidence, but I would like to know if possible what the size of that fog
bank was, was it a drift of fog — could you see over it clear on the other side? — A. No.

688. Q. How high was it?— A. That I couldn't say.

689. Q. And might I ask this question, with the permission of the court — when you
stopped, that is when you reversed your engines and finally stopped, was that because of
the fog or was it because you knew that the Storstad was ahead of you ? — A. Because
of the fog, and also of the Storstad.

690. Q. Well, if there had been no light would you have stopped — you often run
into fog on the Banks of course?

Lord Mersey. — As I understand, Captain Kendall, if you had kept on your
course this calamity would not have happened, is that correct? — A. Provided the other
ship had kept on her course.

By Mr. Newcombe:

691. Q. When you had the other ship six points on the starboard how, would there
be an impropriety in going ahead on your course? — A. I was carrying out the rules
of the road, by waiting until he was finally passed and clear.

692. Q. Did you stop dead in the water at any time? — A. Yes, I did.

693. Q. Did you go astern at all?— A. I did.

694. Q. I understand you reversed. What I mean is did your ship go backwards
under her reverse helm at all ? — A. No, she didn't.

695. Q. Do I understand you to be certain that the speed was taken off her? —
A. She became stationary.

By Lord Mersey :

696. Q. You did not go back?— A. No.

By Mr. Newcombe:

697. Q. Then when you saw the Storstad 100 feet away the engines were put full
ahead? — A. Full ahead.

698. Q. And held hard-a-port ?— A. Held hard-a-port.

699. Q. How did you give that order? — A. I rang the telephone myself and gave
the order to the man who was steering.

700. Q. You say that order was executed before the ships came into collision? —
A. By the officer who was watching the steering.

701. Q. Had the Empress paid off at all under her port helm before the collision ? —
A. That I cannot say.

702. Q. Were the engines started ahead before the collision? — A. They may have
been ; I would not say.

703. Q. You gave the order ?— A. Yes.

704. Q. You do not know? — A. I stopped almost immediately.

705. Q. Where were you on the ship when the collision happened? — A. On the
starboard side of the navigation bridge.

706. Q. When did you give the order to stop ; how was that order given ? — A. When
the way was taken off the ship.

KENDALL.

56 MARINE AXD FISHERIES

5 GEORGE V., A. 1915

707. Q. When you were full speed ahead, hard-a-port, then you stopped, didn't you,
after that? — A. I stopped almost in a matter of moments afterwards.

708. Q. How did you give that order to stop? — A. By the telegraph to the engine
room.

709. Q. Were the engines stopped ?

Lord Mersey. — Tell me what the point is you want to make ; I cannot follow you,
you know, unless I knowT what you are driving at.

Mr. Newcombe. — What I am trying to find out is whether there was any way on
this ship at the time of the accident.

Lord Mersey. — Whether or not it is true is another matter, but he has told us over
and over again that there was not.

Mr. Newcombe. — If your Lordship* is satisfied I am.

By Mr. Newcombe :

710. Q. Have you stated — if you have, I do not want you to duplicate it — how long
the vessel remained afloat after the collision? — A. About ten to fifteen minutes.

711. Q. Not exceeding 15 minutes, you would suppose? — A. No.

Lord Mersey. — Seventeen minutes might be very accurate; it doesn't in the least
matter whether it was 15 or 17.

By Mr. Newcombe:

712. Q. Can you tell me whether any were killed or injured in the collision? —
A. Some were injured; I could not say about being killed.

713. Q. Have you given your opinion as to the reason why the ship sank so
quickly? — A. No.

714. Q. Have you any opinion about that? — A. I have given no opinion.

715. Q. Have you any opinion that is of any value to the court? — A. In the
collision the starboard boiler was misplaced off the cradles.

716. Q. On account of what? — A. The terrible impact.

By Lord Mersey:

717. Q. Do you mean to say the starboard boiler was torn away from its bed
by the list of the ship? — A. Not by the list; by the terrible impact of the collision.

By Mr. Newcombe:

718. Q. What was the effect of that?— A. The effect would be to fall to the low
side of the ship.

719. Q. The effect would be that the boiler would roll over to the starboard side
of the ship? — A. Yes.

720. Q. And that would upset the ship? — A. And hold the ship in that position.

721. Q. Any injury caused by the boats falling off on the port side? — A. That I
could not say.

722. Q. Did you see the boats of the Storstad picking up the survivors ? — A. I did.

Lord Mersey. — He told us that before.

By Mr. Newcombe:

723. Q. Were all the life-saving appliances which you had on board at Liverpool
when you passed inspection there on board and in good order when you left Quebec?
— A. They were.

By Mr. Haight:

724. Q. Will you please give, Captain Kendall, the exact time that you dropped
your pilot at Father Point? — A. 1.20 a.m.

KENDALL.

EMPRESS OF IRELAND— STORSTAD COLLISION 57

SESSIONAL PAPER No. 21b

V25. Q. That is, Montreal standard time? — A. Montreal time.

726. Q. You spoke of having run into fog twice before you reached Father Point?
—A. Yes.

727. Q. And that you stopped your engines on both occasions? — A. I slowed
down.

728. Q. About how long were you running slow the first time you struck the fog?
— A. I could not tell you the exact time; I do not think more than about 10 minutes
on each occasion.

720. Q. On each occasion? — A. Yes.

730. Q. 1 see no entry in the log which refers at all to the fog at Bic. Is it not
usual to log fog when you slow your engines? — A. It is.

731. Q. When you slowed on these occasions for about 10 minutes each time, to
what £peed did you reduce? — A. About 8 knots to slow.

By Mr. Gibsone :

732. Q. This exhibit which is headed ' Keturn List of Crew on Articles;' would
you look at it, Captain Kendall, and see how many able-bodied seamen appear upon it?

Lord Mersey. — Have you looked at it yourself?

Mr. Gibsone. — Yes, my Lord.

Lord Mersey. — You know how many there are?

Mr. Gibsone. — There are apparently 19, my Lord.

Lord Mersey. — Very well then, let it be 19.

Mr. Gibsone. — Out of the total crew, which appears to be 413 by this list, there
are marked as being of the deck department 59, including officers; the engine room
department, 132, and the victualling department 222. You state that these' figures are
right?

The Witness. — That is about correct.

By Mr. Gibsone :

733. Q. Immediately preceding the accident how many of the deck department
were on duty ? — A. Half that number.

734. Q. Half that number? — A. Of the deck department.

735. Q. That would be 29, would it ?— A. It would be half that number.

736. Q. There are 59 altogether. Are you in a position to say that immediately
preceding the accident there were

Lord Mersey. — Do you know that part of it?

Mr. Gibsone. — My instructions are that there were eight men on duty on deck.

By Lord Mersey :

737. Q. Is it true or is it not true that there were only eight men on duty on deck?
— A. It is not true, My Lord.

By Mr. Gibsone :

738. Q. Is it true or is it not true that there were only eight men and two boys
on deck, in addition to two quarter-masters who were on the bridge, one man who was
on the lookout in the crow's nest and one man who was on the lookout at the forecastle
head? — A. And the boatswain; that is about correct. I was going to explain that he
is including carpenter and carpenter's mate who are not put on watch; they work
all day, and the lamp trimmer, the masters at arms and inspector. All these come
under deck department ; therefore we do not place these men on watch.

739. Q. So it is correct to say that there were on deck on duty immediately pre-
ceding the accident, about 12 men, including the two quarter masters on the bridge, and
the two men on the lookout? — A. And the boys.

KENDALL.

58 MAR INK AND FISHERIES

5 GEORGE V., A. 1915

740. Q. The two boys. When boat drill is given, are the collapsible boats put in
shape to float, or are they left collapsed on the deck ? — A. Any boat which the surveyor
likes to call for is put into shape and put over the side.

741. Q. I understood you to say that you always put through boat drill before the
vessel left port? — A. Yes.

742. Q. When the vessel left port on the 28th of May was deck drill performed?
— A. On the previous Saturday, the day after her arrival at Quebec.

743. Q. Were any of the collapsible boats put in shape? — A. Two.

744. Q. Were they done by the A.B.'s or were they done by themselves? — A. By
the crew of the boats, of each boat.

745. Q. Are you in a position to say whether the firemen and stewards are
trained in the handling of collapsible boats? — A. Yes.

746. Q. You say that was done before the ship left Quebec on the 28th May? — A.
Yes.

747. Q. I think you stated also that there were 16 boats on the davits? — A. Six-
teen.

748. Q. And 16 collapsible boats besides those on the davits? — A. Yes.

749. Q. Underneath the davits? — A. Yes.

750. Q. These are all up on the boat deck? — A. Yes.

751. Q. Any boats on any other deck? — A. Yes, on the after deck.

752. Q. How many? — A. About 11 boats.

753. Q. Were these collapsible boats? — A. Five were.

754. Q. The others were not? — A. Two were steel boats on the davits.

755. Q. Did the deck crew respond readily and promptly to the call to the boats?
—A. They did.

756. Q. Did they show any preference to themselves, to saving their own lives? —
A. That I could not say, but I don't believe it.

Mr. Newcombe. — I should like to ask one more question.

Lord Mersey. — I cannot have the same thing more than three or four times; I
would like to hear Mr. Aspinall.

Mr. Newcombe. — I am very sorry, my Lord, but I want to ask one question with
regard to the screws. He says that when he reverses the ship goes directly in the
opposite direction; it does not swing at all. I propose to ask him whether both his
screws were right hand or left hand, whether they revolved in opposite directions and
which was his starboard and which his port screw.

Lord Mersey. — I do not understand that question.

Mr. Newcombe. — I mean whether he had a righthand starboard screw or a lefthand
starboard screw.

Lord Mersey. — Can you answer these questions?

By Mr. Newcombe:

757. Q. You have twin screws? Do they both revolve in the same direction? —
A. They both revolve out and when they reverse they revolve in, -so that they revolve
in and out, opposite directions going ahead and going astern.

By Mr. Aspinall:

758. Q. Captain Kendall, Mr. Haight has asked me to ask you this question. He
wants to know when you gave him the time of 1.20 in connection with dropping the
pilot, was that the time when you had dropped the pilot and then proceeded on? — A.
When I rang full speed ahead.

759. Q. Did you before your ship sailed from Quebec get a letter of that character?
(Letter handed to witness.)

KENDALL.

EMPRESS OF IRELAND— STORSTAD COLLISION 59

SESSIONAL PAPER Mo. 21b

Lord Mersey. — This is a letter from the owners.

Mr. Aspinall. — It is a printed form of letter he gets each time he sails.

Lord Mersey. — You can put it in and that will settle the matter.

By Mr. Aspinall:

760. Q. It has been suggested that some man on board your ship has orders to
port and some other man has orders to starboard. Are you the class of officer who
would allow that sort of thing to be done? — A. ~No, Sir.

761. Q. What would you have said to a man who did that? — A. I do not say what
I would have said, it is what I would have done.

Lord Mersey. — Now, Mr. Haight, if you are going to call your witness I should
like you to put him at once into the witness box. We may require to recall you,
Captain Kendall.

Alfred Severin Gensen Toftenes, Chief Officer, SS. Storstad, sworn.

By Mr. Haight:

762. Q. You were the chief officer on the Storstadt — A. Yes, sir.

763. Q. How long had you been aboard? — A. About three years and five months.

764. Q. What certificate had you? — A. Master's.

765. Q. You joined in what capacity? — A. Third officer.

766. Q. You then became what? — A. Second, after about six months.

767. Q. You susbequently were promoted to chief officer? — A. Yes, sir.

768. Q. How long had you been Chief Officer before this accident? — A. About
five or six weeks.

769. Q. How long have you been going to sea? — A. Since 1895, with the excep-
tion of about three years.

770. Q. Were you on the bridge at the time of the collision? — A. Yes, sir.

771. Q. Was it your watch? — A. Yes.

772. Q. When had you gone on watch? — A. Twelve o'clock.

773. Q. Was it your regular watch? — A. From 12 to 4.

By Lord Mersey:

774. Q. I want to be accurate; when you talk about 12 o'clock you mean what
time? — A. Sydney time, Intercolonial time.

775. Q. Is that an hour later than Montreal time? — A. An hour ahead, sir.

By Mr. Haight:

776. Q. Who was on the bridge with you? — A. The third officer.

777. Q. Is he regularly on the bridge during your watch? — A. At night, yes.

778. Q. What other men were on duty? — A. A naval seaman at the wheel.

779. Q. Who else was on deck? — A. Two sailors, the lookout and another sailor.

780. Q. At what speed were you running when you approached Metis Point? —
A. About 10 knots.

781. Q. That is your full speed?— A. Yes.

782. Q. What was your draught when you left Sydney? — A. Twenty-five and six
mean.

783. Q. Bo you remember your draught forward and aft? — A. Yes.

784. Q. What was it?— A. 26 aft; 25 forward.

785. Q. You were fully loaded?— A. Yes.

786. Q. How much cargo of coal did you have on board? — A. I could not say
exactly to the ton; about 10,400 tons of cargo.

TOFTENES.

60 marim: and fisheries

5 GEORGE V., A. 1915

787. Q. About how far off was Metis Point when you had it abeam? — A. About
four miles.

788. Q. At what hour were you abreast of Metis Point? — A. About 1.30.

789. Q Did you yourself take the time? — A. I could not say that now.
Lord Mersey. — That means 12.30, does it, Montreal time'

Mr. Haight. — 12.30 Montreal time.

Chief Justice McLeod. — The witness is speaking of eastern time all through,,
is he not?

Mr. Haight. — Yes, Sydney time.

By Mr. Haight;

790. Q. What course did you steer when Metis Point was abeam? — A. West to-
quarter south.

791. Q. Magnetic? — A. Magnetic.

792. Q. Did you order that course when Metis Point Light was abeam? — A. Yes.

793. Q. How long did you run on that course? — A. For six miles.

794. How did you measure that distance? — A. By patent log.

795. Q. That, then, would show merely your distance run through the water. — A.
Through the water.

766. Q. To find your distance over ground you have to make some allowance for
current? — A. Yes, sir.

797. Q. You know what the condition of the tide was? — A. About half ebb.

798. Q. What would the actual movement of the water be? — A. About a mile or
a mile and a half down.

' 799. Q. In other words, although the tide was rising and supposed to be flood, the
current counteracted it, and there was some current actually down? — A. Yes.

800. Q. After your log showed that you had run through the water six knots on
a course west to quarter south, was any change made in your course? — A. I changed
quarter of a point.

801. Q. What was the new course that you took? — A. That would be west for
south magnetic.

802. Q. How long did you run on that course? — A. Five miles.

803. Q. How did you measure it? — A. By the patent log.

804. Q. Did you make any change in your course then? — A. Yes.

805. Q. What was it?— A. To west by south.

806. Q. When did you first see the Empress and what lights were showing then?
—A. I saw her about 2.35 or 2.30.

807. Q. When was it with reference to your third change of course to west by
south? — A. Somewhere about the same time.

80S. Q. Do you remember whether it was before or after? — A. I could not say
for sure.

809. Q. At any rate, it was shortly before or shortly after? — A. Close on the same,,
yes.

810. Q. What light did you first see?— A. The two masthead lights.

811. Q. Did you subsequently see a coloured light on the Empress? — A. Yes.

812. Q. What was the first coloured light that showed?— A. A green light.

813. Q. How long did the green light come into view after you had first seen the
red light? — A. I could not estimate the time exactly; 7 or 8 minutes, probably less
than that.

814. Q. When you first saw the masthead lights could you tell which way they
were open ? — A. Yes.

TOFTENES.

EMPRESS OF IRELAXD—STORSTAD COLLISION 61

SESSIONAL PAPER No. 21b

815. Q. Which way were they open? — A. The starboard side.

816. Q. That means that the forward light of the range was to the starboard of
the after light, as you looked at them? — A. Yes.

817. Q. If I do not explain it with sufficient nautical clearness, just state what
you mean when you say that the Empress's ranges were open to starboard? — A. I mean
that her lowest light was on my right side.

818. Q. The lowest light showed to the right of the higher light ?— A. Yes.

819. Q. Which is the lower-light, the forward or the aft? — A. Forward.

Lord Mersey. — 'What does that indicate, Mr. Haight?

Mr. Haight. — That means that as he looked at the two range lights, the foremost
light being to the right hand side of the after light, she was on a course that would
carry her across his bow. He would show a green light when the range was open that
way.

By Mr. Haight:

820. Q. How much were her range lights open? That is, were they very nearly
shut, fairly well open, or how?

By Lord Mersey:

821. Q. I should very much like to ask the witness a question. Do you remember
this? — A. Yes, my Lord, I do remember it, but I could not estimate distances or times
exactly.

Lord Mersey. — This evidence is not of much value, to ask him how much these
two lights were open. If you are asking me to believe that he remembers such a thing,
you are asking me to believe something that I cannot believe. He does not remem-
ber such things; he can say they were open and in what direction but he cannot say
how much.

Mr. Haight. — He cannot, of course, say with accuracy, but if they were almost in
line or fairly well open, he should, perhaps, remember. However, I will not press the
question further. (To witness). How far away, as well as you can estimate, was the
Empress when you first saw her green light? — A. She might have been three miles
away, but I would not form an actual estimate of it.

822. Q. And how would the green light bear from you as well as you can recollect
when it first came into view? — A. About a point and a half on our port bow.

823. Q. Did you subsequently see any other coloured lights on the Empress; if so,
what? — A. Yes, after some time she changed her course and I saw her red light, her
port light, on my port bow.

824. Q. When she changed her course what first happened? — A. Her range lights
came into line, and then her red light came in sight.

825. Q. How far did she swing with reference to the red light? Did the green
shut out or did the green continue to show? — A. No, her green light shut out.

826. Q. How far do you think, as near as you can remember, the Empress was
from you when she swung to starboard, showed both lights and then showed only the
red? — A. Oh, she would probably be two miles off; a mile and a half or two miles.

By Lord Mersey:

827. Q. What in your opinion was she doing? — A. Changing her course so as to
clear us.

828. Q. How did you suppose she was going to clear you ? — A. She was, so far as
I could see then, just keeping on my port side, going clear on my port side.

829. Q. Then she intended, according to your opinion, to pass you port to port?
—A. Yes, My Lord.'

830. Q. Is it your view that she was laying her course so as to pass you port to
port? — A. Yes, My Lord.

831. Q. That is what you thought?— A. Yes.

TOPTENES.

62 MARINE AX D FISHERIES

5 GEORGE V., A. 1915

By Mr. Haight:

832. Q. When you saw the rod light only of the Empress, what light were you
showing to her? — A. Two masthead lights and my red light.

833. Q. How much was she on your port bow then? — A. About a point or a point
and a half.

834. Q. Were they in your judgment in a position such that if the two courses
were maintained, the vessels would pass with ample room? — A. They would.

835. Q. How long did you continue to see the red light of the Empress? — A.
Two or three minutes.

836. Q. Then what happened? — A. Fog shut her in.

837. Q. Which steamer was enveloped in the fog first, you or the Empress? — A.
Empress.

838. Q. When the fog enveloped the Empress, did you hear any whistle from her ?
A. Yes.

839. Q. What did she blow?— A. One long blast.

840. Q. Are you sure of that?
Lord Mersey. — Are you ?

Mr. Haight. — Yes, My Lord; I want to see if the witness is.
The Witness. — Yes, I am sure of it.

By Mr. Haight:

841. Q. The Master of the Empress has stated that he never blew a signal of one
whistle. Does that change your recollection of it or refresh it? — A, Not a bit.

842. Q. When the fog enveloped the Empress, did you give any order? — A. I
slowed my engines, slow speed.

843. Q. Did you blow any whistle after he blew his long blast? — A. Yes, I blew
one long blast.

844. Q. When you slowed the Empress was out of sight in the fog; she had been
shut out? — A. Yes, she had been shut out.

845. Q. What was the next order you gave to your engines, if any? — A. Stop.

846. Q. When did you give that? — A. One or two minutes after the ' slow' order.

847. Q. Why did you give it? — A. Because I knew there was a ship in the vici-
nity, and the fog was coming out.

848. Q. Had the fog enveloped you when you gave your stop order? — A. No.

By Lord Mersey:

849. Q. Will you tell me again why you gave the 'stop' order? — A. The Empress
was blowing in the fog, blowing her fog signals, and I could see the fog was coming
out from the land and would eventually envelop us, and so I would not have too much
speed or headway on my ship.

By Mr. Haight:

850. Q. About what speed does the Storstad make when she is running slowly?
— A. About five miles.

851. Q. And according to your recollection she would rim slow in about two
minutes? — A. Two minutes.

852. Q. What whistles did you hear from the Empress after you had rung your
telegraph to stop your engines? — A. Three short blasts.

853. Q. How did the whistles bear from you, as well as you can estimate it?
Could you tell whether they were starboard, port or ahead? — A. I could tell they were
on the port side; I would not say exactly to a point.

854. Q. What signal did you blow, if any, after that? — A. We might have blown
several single blasts after that; I could not say how many; I did not count them.

855. Q. Can you recollect how many signals you heard blown by the Empress

TOFTENES.

EMPRESS OF IRELAND— STORSTAD COLLISION 63

SESSIONAL PAPER No. 21b

after you heard her first signal of three whistles? — A. I could not say for certain.

856. Q. You heard her blow three more than once? — A. Yes.

857. But you are not sure how many times? — A. No, I am not sure how many.

858. Q. Do you remember whether he was blowing a long signal of two whistles?
— A. I do not.

By Sir Adolphe Routhier:

859. Q. You understood the meaning of the three short blasts; what was it? —
A. That her engines were going astern.

By Mr. Haight:

860. Q. After you had rung your telegraph for 'stop,' what was the next order
that you gave with reference to your steering or your engines? — A. Some minutes
afterwards I gave an order to the man at the wheel to port a little.

861. Q. How long had your engines been stopped, do you think, when you gave
that order? — A. Four minutes, probably; four or five minutes.

862. Q. What happened? — A. The ship would not answer her helm.

863. Q. The last whistle which you had heard from the Empress; how did it bear
from you, starboard or port? — A. On the port side.

864. Q. Why did you order your wheel ported? — A. Because the ship being stopped
so long, I was afraid of her losing headway so much that she might take a sheer on
the current.

By Lord Mersey:

865. Q. You must explain that.

Mr. Haight. — I understand he was afraid that the engines being still so long, he
would lose steerage way and become so nearly stationary that his vessel's head might
be deflected by the current and sheer one way or the other. (To witness) : When you
gave the order to port, what happened? Did she swing to starboard? — A No, she
didn't swing.

By Lord Mersey:

866. Q. She did not answer at all?— A. No.

By Mr. Haight:

867. Q. How much was your wheel put over? — A. I don't know if it came hard
over, but it came almost so.

868. Q. Do you know whether the first officer was at the wheel at that time? — A.
He was standing by the binnacle, close to it.

By Lord Mersey:

869. Q. Was it put hard-a-port? — A. I do not know, my Lord, if it was hard.

By Mr. Haight:

870. Q. You were standing where at that time ? — A. By the port -side of the
engine telegraph.

By Chief Justice McLeod:

871. Q. She did not answer the helm? — A. No.

872. Q. How do you account for that? — A. That she had lost her headway.

By Mr. Haight:

873. Q. After you had ordered your wheel to port and you found that she would
not swing to starboard, what order, if any, did you give as to the blowing of a whistle,
or did you give any? — A. I did.

TOFTENES.

64 MARINE AND FISHERIES

5 GEORGE V., A. 1915

874. Q. What order was it? — A. To blow two long blasts.

875. Q. Were the two long blasts sounded? — A. Yes, they were.

876. Q. Did you then give any order to your engines? — A. Yes.

877. Q. What was it?— A. Slow ahead.

878. Q. Why did you give slow ahead? — A. In order to keep the ship in the same
direction. *

Lord Mersey:

879. Q. What did the two long blasts mean?

Mr. Haight. — My vessel is not under steering way, she is practically dead in the
water.

Lord Mersey. — Immediately after giving the order, he ordered his engines

Mr. Haight. — Slow ahead.

Lord Mersey. — What would the effect of that order be?

Mr. Haight. — To start the Storstad slow ahead.

Lord Mersey. — Then that would be an order that would contradict the two blast
•signals ; I mean to say the two blast signals and the order slow ahead are inconsistent.

Mr. Haight. — The two-blast signal is blown at a time when it tells us the exact
truth.

Lord Mersey. — But immediately afterward, it does not tell the exact truth.

Mr. Haight. — I understand that the position is to indicate what your precise
physical condition is when it is blown, rather than how long you are going to maintain
it. (To Witness) Why did you order your engine slow ahead? — A. I was afraid my
ship would swing broadside on the channel.

880. Q. You mean swing to port? — A. Swing anyway.

881. Q. One way or the other? — A. Yes.

882. Q. Up to the time that you had ordered your wheel to port and she would not
swing, what was your course magnetic? — A. West by south.

883. Q. Are you sure that that course had been maintained from the time it had
been first taken? — A. I am.

884. Q. Did you yourself look at the compass? — A. I did, at the time when the
helm was put over to port.

885. Q. And it was then reading west by south magnetic? — A. West by south.

886. Q. What is the variation of your compass? — A. The deviation, you mean?

887. Q. The deviation ?— A. About half a point.

888. Q. It actually read by your compass — A. West by south for south.

889. Q. After you had started your engines slow ahead, did you have any
communication with the Captain? — A. About the same time I spoke down to the
Captain through the speaking tube.

890. Q. What did you say to him?— A. I told him we were about six miles off
Father Point and that it was getting thick.

891. Q. Did you say anything about a vessel in the vicinity? — A. I did not.

892. Q. Did you consider that there was any danger of collision then? — A. I
did not.

893. Q. Had you heard up to that time any whistle from anybody on your star-
board side? — A. No.

894. Q. Had you seen any vessel on your starboard side ? — A. No.

895. Q. What answer did the captain make? — A. He said: All right, I will go
up.

896. Q. Did he come up?— A. He did.

897. Q. What was the first thing he did when he came up? — A. I do not know.

TOFTENES.

EMPRESS OF IRELAND— STORSTAD COLLISION 65

SESSIONAL PAPER No. 21b

898. Q. Did he come up amidships? — A. He came up on the starboard side.

899. Q. Do you know which way he went ? — A. I could not say ; I did not see him.

900. Q. After you had blown your signal of two whistles did you hear any further
whistle from the Empress?. — A. I heard three short blasts just before we saw her
lights.

901. Q. Where was the captain when you heard that last signal of three blasts? —
A. By the engine room telegraph.

902. Q. And what next did you see or hear from the Empress ? — A. I saw her
masthead lights.

903. Q. Where did it bear from you? — A. About three points on my port bow,

904. Q. What was the next light you saw? — A. The green side light.

905. Q. Can you form any judgment as to how far off that masthead light was
when you first saw it ?— A. I could not.

906. Q. In the knowledge of your boat, could you approximate it; one length or
two lengths or half a length? Could you give any idea at all? — A. Between one and
two lengths, I should say.

907. Q. Which way was the Empress moving, if she was moving at all? — A. She
was moving forward.

908. Q. How fast do you think she was moving? — A. I would not like to say any
speed, but she Avas moving fast.

909. Q. How did her speed compare with yours, as well as you could judge it? — ■
A. She would be moving faster than us.

910. Q. Were you on the bridge when the vessels came together? — A. I was.

911. Q. Under your order to put your engines ahead, how long were they turning
slow ahead, do you think, before you heard the last signal and saw the Empress? —
A. It might have been a half a minute.

912. Q. And when the Empress' light first showed up was any order given to the
engine room? — A. The engines were put full speed astern.

913. Q. Who executed that order? — A. The captain.

914. Q. He rang the telephone himself? — A. Yes.

915. Q. What was the next order to your engines? — A. I do not know that.

916. Q. Did you hear any call from the Empress? — A. I did.

917. Q. What was it?— A. Don't go astern.

918. Q. Was any answer given to that? — A. The captain answered: I am going
full speed ahead.

919. Q. Was that just before or just after the vessels came in contact? — A. Just
after the crash.

920. Q. Will you please indicate by the models the relative position of the two
vessels when they actually came in contact?

(The Witness then marked on paper the point of collision of the two steamers as
shown by the models, and the paper was handed to the Court.)

By Mr. Haight:

921. Q. About how long do you think your engines were going full speed astern
before the vessels actually came together? — A. A couple of minutes.

922. Q. I understand you to say that the steamers were about a length and a half
away. The length of your boat is what?— A. The distance would be about 600 feet.

923. Q. Would you reverse two minutes before you came together if you were so
short a distance away?— A. It might have been less; I could not say the exact time.

• 924. Q. When your engines were put full speed astern after you saw the light of
the Empress about 600 or 700 feet away, what was the heading of the Storstadl—k.
West by south magnetic.

TOFTENES.

21Z> — 5

C6 MARINE AND FISHERIES

5 GEORGE V., A. 1915

925. Q. Do you think that under your reversed engines your heading was
changed materially before you came together? If so, how much? — A. It might have
changed up to quarter or half a point, but no more.

926. Q. Had the telegraph been rung full speed ahead after the vessel touched while
you were still on the bridge? — A. The telegraph was rung, but what was rung on it
I cannot say.

927. Q. The captain had ordered full speed? — A. Yes.

928. Q. \A here did you go and what did you do ? — A. I went off the bridge and
went forward to see what the damage was.

929. Q. To what point forward did you go? — A. To make sure whether we were
going to float or sink.

930. Q. Did you go clear up on the forecastle head or did you go up between the
hatches, or where did you stop ? — A. I went as far as I could forward, over one of the
hatches.

By Lord Mersey:

931. Q. What damage did you want to see, damage to your own boat or damage
to the Empress? — A. The damage to my own boat.

By Mr. Haight:

932. Q. Were you ordered forward to examine your damage and sound your ship ?
— A. I do not know, I did not hear such an order.

933. Q. You went anyhow?— A. Yes.

934. Q. What soundings did you take? — A. No. 1 hold.

935. Q. Did you sound the peak? — A. It was not worth while; it was all in pieces.

By Lord Mersey:

936. Q. Was the damage below the water line? — A. I couldn't say that; I think
it would be.

By Mr. Haight:

937. Q. No. 1 hold remained dry?— A. Yes.

938. Q. When you got on to the forward deck, did you notice the relative posi-
tion of the two steamers then? — A. Yes.

939. Q. Had your position changed in reference to the Empress? — A. Yes, a
great deal.

940. Q. How had it changed? — A. They were turned almost parallel to one
another, heading the same way.

941. Q. And had that change in the relative position been due to the change
in your heading, or was it the change in the heading of the Empress? — A. I do not
know, but I should say to both.

942. Q. Do you know whether your bow was swung to starboard? — A. I do not
know.

943. Q. By the time you got forward the vessels were heading in approxi-
mately the same direction? — A. They were.

944. Q. How did they separate? — A. They separated about in the same 'direc-
tion; the Empress went ahead of us.

945. Q. How was her starboard quarter with reference to your port bow as the
boats separated? — A. Her starboard side was slid along our port bow for some time.

946. Q. Did you see any part of the Empress as the boats separated? ' From
your position on the forward deck near No. 1 hatch, what did you see last of the
Empress as she went off in the fog? — A. I saw the after part of the hull.

947. Q. Starboard quarter, port quarter or stern? — A. Starboard quarter and
stern.

948. Q. Could you see any quick water under her stern?-— A. I could.

TOFTENES.

EMPRESS OF IRELAND— STORSTAD COLLISION 67

SESSIONAL PAPER No. 21b

By Chief Justice McLeod:

949. Q. You saw the damage done to the Empress, did you? — A. No, I did not
see the damage done.

By Mr. IlaigJit:

950. Q. By the time you got forward, had your bow come out from the wound in
the EmprSss? — A. No, I do not believe it had. It had not come out.

951. Q. How did it happen that you did not get a look at the Empress side? —
Was there time? — A. There was not time: I would not get too near.

By Lord Mersey:

952. Q. You were concerned looking after your own engines? — A. My own ship,
yes.

By Mr. Uaight:

953. Q. Captain Kendall has testified that as the vessels came together he was
absolutely dead in the water and that in his judgment the Storstad pierced his side
arTd immediately backed away. From what you saw immediately before and imme-
diately after the collision, what, in your judgment, is the reason why the vessels did
not stay together, if your captain, as you have stated, had ordered his engines full
speed ahead? — A. The speed of the Empress drew the ships apart.

954. Q. How far could you see the Empress away from you as she disappeared in
the fog? Could you form any judgment of the distance; whether it was the same as
when you had first seen her ? — A. I could not say anything about that. As soon as she
was clear of our bow I left her, I went aft again.

955. Q. Where did you go ? — A. On the boat deck.

956. Q. What was being done on the boat deck? — A. Boats were swung out.

957. Q. Had they been swung out when you got there? — A. Yes.

958. Q. How many boats did you have? — A. Four.

959. Q. What was their total capacity ? — A. I do not know.

960. Q. There were three life boats and a gig? — A. Yes.

961. Q. And how many people would the life boats carry? — A. About 30 in each.

962. Q. And the gig, about how many? — A. About 15.

963. Q. What was the total of your crew ?— A. 36.

964. Q. Were you able to see the Empress when you got back on the boat deck? —
A. No.

965. Q. Do you know what was being done with your engines when you came out
on the bridge and went to the boat deck ? — A. I do not.

966. Q. What was subsequently done to get track of the Empress and to render
service to the people on board? Did you blow any whistles? — A. I heard a whistle
blow from our ship.

967. Q. Did you receive any answer? — A. Not that I heard.

968. Q. How did you first locate the Empress*. — A. We heard the cries from the
people in the water.

969. Q. Whereabouts did the cries bear from you? Which side? — A. On the port
side, about abeam, or forward of the beam.

970. Q. How did you manoeuvre your vessel in order to be near them? — A. I do
not know that.

971. Q. Where were you when the Storstad was being manoeuvred into position,
forward or aft? — A. I was forward once, and then I came aft.

972. Q. How close did you take the Storstad to be to the Empress*. Could you'
see her? — A. No, I did not see her. y

973. Q. When did you first see her? — A. I do not think I did see her after the colli-
sion ; if I did it was when she sank.

974. Q. Did you go out in any of the boats? — A. No.

TOFTENES.

21b— 5£

68 MARINE AND FISHERIES

5 GEORGE V., A. 1915

975. Q. How many of your boats were launched? — A. Four.

976. Q. Who commanded them ? — A. The second officer had one.

By Lord Mersey:

977. Q. That would be all of them?— A. That would be all.

By Mr. Haight:.

978. Q. How many trips did your boats make? — A. They all made two trips and
one of them made three; I do not know if the others had more than two.

979. Q. How many people approximately were brought to the Storstad by your
four boats ? How full were your boats, do you remember ? — A. I could not say.

980. Q. Did any of your boats make more than two trips do you know? — A. One
made three; I do not know if the rest did.

981. Q. Did any of your men man any of the Empress boats? — A. They did.

982. Q. How did that happen? — A. The first of the Empress boats that got along-
side, there was somebody, a man in charge, whoever it was, I do not know, who asked
if we had a fresh crew to give him and he got three men.

983. — Q. Was his boat empty then when he asked for a crew? — A. He asked for
that as soon as he came alongside.

984. Q. How many men did you put into that boat? — A. Eight-

985. Q. Did you man any other boat? — A. Yes.

986. Q. How many men did you put into that ? — A. Five.

987. Q. How did that happen? — A. When they came alongside with the boat they
would not go out with it again.

988. Q. Did they all leave the boat?— A. They all left the boat.

By Lord Mersey:
999. Q. Who left the boat?— A. The crew from the Empress that brought the
boat alongside.

By Chief Justice McLeod:

1000. Q. These boats belonged to the Empress?— A. Yes.

By Lord Mersey:

1001. Q. Did they go on the Storstad9.— A. Yes.

1002. Q. And then the boat was left alongside the Storstad9. — A. Yes.

1003. Q. Do you mean to say that they refused to go out from the Storstad
again in that boat? — A. They did.

1004. Q. Why ? — A. They said the boat was too heavy for them.

1005. Q. Did they say that the boat was so heavy that they could not conveniently
pull it? — A. They said so.

1006. Q. What did you think of that ?— A. I did not know what to think of that.

1007. Q. What do you think now ? — A. I do not think it was too heavy.

By Mr. Haight:

1008. Q. Did your men make a trip in that same boat? — A. Two.

1009. Q. How many people did they bring back alive? — A. I do not know, but
there were 30 or 40, I believe.

1010. Q. Had the boat living people on both trips ? — A. I do not know what they
had the last trip — if they had any living.

1011. Q. At least your men had no difficulty in rowing the boat ? — A. Not a bit.

1012. Q. Had you ordered the crew into the boat from the Empress? — A. Yes.

1013. Q. What kind of lights have you; are they oil or electric? — A. Electric lights.

1014. Q. What is the power of the masthead light? — A. The lamps are 32 candle
power.

TOPTENES.

EMPRESS OF IRELAND— STORSTAD COLLISION 6&

SESSIONAL PAPER No. 21b

1015. Q. How far can these lights be seen from the mastheads in clear weather?
— A. Eight or ten miles.

1016. Q. How are your side lights, oil or electric? — A. Electric.

1017. Q. How far will they show in clear weather? — A. Four or five miles.

1018. Q. When the Storstad was manoeuvring to get up close to the Empress
was there anybody astern on the boat to indicate to the Captain how far he could
safely back up?— A. Yes, I was.

1019. Q. What information did you give him, if any, from the stern ?— A. I sang
out several times that I thought he was as near as he dared go.

1020. Q. You thought you were getting as close as you could go? — A. The
Empress had sunk and I did not know exactly where.

1021. Q. Could you hear people closely? — A. I not only heard them but I could
see them.

1022. Q. You were afraid of going into the people with the propellor and you
backed no further? — A. Yes.

1023. Q. Captain Kendall has given the impression that you backed away about
a mile from them. Are you able to form any judgment as to how far away you were
when the vessel was sinking? Did you see any lights? — A.

Lord Mersey. — He never saw any vessel after she struck.

The Witness. — No.

(Mr. George Simpson was sworn as Official Reporter).

The Commission adjourned at 5.15 to meet at 10 a.m. Wednesday, June 17.

SECOND DAY.

Quebec, Wednesday, June 17, 1914.

Alfred Severin Gensen Toftenes, cross-examined.

By Mr. Aspinall:

1024. Q. Mr. Toftenes, you told us yesterday that you held a master's certificate?
— A. Yes, sir.

1025. How long have you held that ? — A. About seven years.

1026. Q. How old are you?— A. Thirty-three.

1027. Q. On the bridge of the Storstad with you was the third officer? — A. Yes,
sir.

1028. Q. Does he hold a certificate ?— A. Yes, sir.

1029. Q. What certificate does he hold? — A. A Norwegian mate's certificate.

1030. Q. The Storstad was under charter, was she not, to the Dominion Coal Com*
pany? — A. She was.

TOFTENES.

70 MARINE AND FISHERIES

5 GEORGE V., A. 1915

1031. Q. And under that charter was her business thus to carry coals from
Sydney to Montreal? — A. It was.

1032. Q. Discharge the coals at Montreal, turn around and proceed back in ballast
to Sydney? — A. Just so.

1033. Q. On arm ing at Montreal do you work during the night in order to dis-
charge her? — A. Yes, air.

1034. Q. Time is of importance, is it not? — A. It seems to be.

1035. Q. Do you, or, to your knowledge, does the master of the Storstad get a
bonus if he performs this round voyage with quickness ?— A. Not that I know of.

1030. Q. Are you sure? — A. I do not know.

By Lord Mersey:

1037. Q. What have you to tell us about it ? — A. I do not know that he gets any
bonus for making quick passages.

By Mr. Aspinall:

1038. Q. You smiled a moment ago; I do not know whether you meant anything
by that smile? — A. No.

Mr. Aspinall. — However, we will see the master and he can tell us.

Lord Mersey. — Does he get a bonus, Mr. Haight?

Mr. Haight. — I have not the least idea. I know the speed of the ship and I
have no doubt he moves as fast as he can in fair weather.

Lord Mersey. — Does he get a bonus?

Mr. Haight. — I have not the least idea.

Lord Mersey. — Cannot you ask the captain now?

Mr. Haight. — I think I can ask the captain. Captain Anderson, do you get a
bonus to make a quick run on the Storstad?

Captain Anderson. — No.

Mr. Haight. — What is your gratuity per month?

Captain Anderson. — I have not been on the Storstad before

Lord Mersey. — That is enough; we will get that later.

By Mr. Aspinall:

1039. Q. Then the collision happened at three o'clock in the morning? — A.
(The witness) About three o'clock.

By Chief Justice McLeod:

1040. Q. You mean Sydney time? — A. Sydney time.

By Mr. Aspinall:

1041. Q. Is it the fact that your vessel struck fog at 1.30? — A. No, we did not.
Chief Justice McLeod. — When you are speaking of time, will you make it clear

whether you are speaking of Sydney or Montreal time?

Mr. Aspinall. — Yes. It is a little difficult; I have the documents before me in
connection with the navigation of the ship, and it is upon them that I was founding
my question. (To the witness) Is it the fact that your ship was enveloped in fog
for about one and a half hours before the collision happened? — A. No, it is not.

1042. -Q. No foundation for that suggestion of mine? — A. No.

1043. Q. I suggest to you that an hour and a half before this collision you were
in fog and as you proceeded up the river the fog was getting worse? — A. We were
not in fog.

TOFTENES.

EMPRESS OF IRELAND— STORSTAD COLLISION 71

SESSIONAL PAPER No. 21b

1044. Q. At about, I think you told us, 2.30 you first saw the masthead lights of
the Empress of 1 r eland ?

Lord Mersey. — To make that clear, was it Montreal time or Sydney time?

By Mr. Aspinall:
1045. ~Q. Was your ship travelling by Sydney time? — A. By Sydney time.

By Chief Justice McLeod:

1046. Q. Are you speaking of Sydney time or Montreal time? — A. Sydney time.

By Mr. Aspinall:

1047. Q. According to Sydney time, was it about 2.30 when you saw the mast-
head lights of the Empress of Ireland1*. — A. About 2.30 or a little later.

1048. Q. About half an hour before the collision? — A.

1049. Q. At what distance were these two lights from you? — A. They would be
six miles probably.

1050. Q. And about how were they bearing from you? — A. About a point and a
half on my port bow.

1051. Q. And she was on a course crossing yours? — A. Yes.

1052. Q. And she was, as I dare say you know, travelling a great deal faster
than you? — A. I could not say that then.

1053. Q. But you know, and I think we are all agreed that that is the fact? —
A. Yes.

1054. Q. I might tell you that according to her evidence she was travelling at 17
and you were travelling at about 10. — A. We was.

1056. Q. She proceeded on for how long before you saw her commence to alter
her course? — A. About a quarter of an hour.

1057. Q. In a quarter of an hour, if that is the rate she was travelling at — one
quarter of 17 miles — would she not pass over four miles ? — A. Yes.

1058. Q. Do you not think she had got on your starboard bow? — A. Will you
repeat that?

1059. Did you not hear my question? — A. Not exactly.

By Sir Adolphe Routhier:

1060. Q. Repeat your answer. — A. I made no answer, but I asked to repeat the
question.

By Mr. Aspinall:

1061. If she was 1| points on your port bow, six miles away, travelling at 17
knots to your 10, I suggest to you that in a quarter of an hour she would have got
across on your starboard bow. — A. She did not.

Lord Mersey. — Never mind whether she did or did not, but try to answer the
question.

• By Mr. Aspinall:

1062. Q. In that quarter of an hour she would travel over four miles at her speed,
would she not? — A. Yes.

1063. Q. At any rate, according to your case, at the end of these fifteen minutes,
where was she? — A. She was about a point on my port bow.

1064. Q. You have been going on the same course? — A. Yes.

1065. Q. And at the end of a quarter of an hour this other ship travelling seven
knots faster than- you has only narrowed half a point; do you seriously mean that? —
A. That is the fact.

Lord Mersey. — I do not know whether you have a board of any kind to show
the positions of these vessels so that we may have them before our eyes.

TOFTENES.

72 MARINE AND FISHERIES

5 GEORGE V., A. 1915
Mr. Aspinall. — We will have one sent for.

Lord Mersey. — I would like you to illustrate before the eyes of this witness what
it is you suggest. It will help me very much and I think it will help my colleagues
too.

By Mr. Aspinall:

1066. Q. Mr. Toftenes, I am going to get a board with a compass in the middle
and I will be able to explain to you what I mean. Do you understand what I mean?
— A. Yes, I understand perfectly.

1067. Q. As a sailor you appreciate the meaning of my question? — A. Yes, sir, I
understand it.

1068. Q. At the end of this quarter of an hour, she having narrowed to one point
on your port bow, at what distance was she from you then ? — A. I could not estimate
no distance.

1069. Q. Why not — you have a master's certificate? — A. I could not estimate
the distance exactly.

1070. Q. Not exactly, but about what distance was she from you when you saw
her begin to alter her course? — A. I should say about three miles.

1071. Q. Then she alters course, according to your story and shows red on your
port bow? — A. She did.

1072. Q. Am I right in saying that up to this time there has been no risk of
collision? — A. There was not to my mind.

1073. Q. I only ask you that in order to get rid of any consideration of Article
19 of the Regulations. May I remind your Lordship of that? It is one of the questions
submitted to the court to deal with. Article 19 is as follows : —

"When two steam vessels are crossing, so as to involve risk of collision,
the vessel which has the other on her starboard side shall keep out of the way
of the other."

This gentleman agrees with me in my suggestion that there was no risk of col-
lision up to the time that they got red to red. Therefore, it seems absolutely immaterial
to further trouble with that article, and I may pass away from it. (To the witness)
That being so, the two steamers proceed on red to red according to your story and as
you told us yesterday you thought that the other steamer altered course and intended
to pass you port to port? — A. That is what I thought.

1074. Q. You thought she was intending to pass you port to port and you proposed
to pass her port to port ? — A. I did.

1075. Q. According to you, after a little time, fog came on? — A. It did.

1076. Q. And you lost this vessel in the fog? — A. Yes.

1077. Q. What you had in mind was that, having lost her in the fog, she was
intending to pass you port to port? — A. That is what I thought.

1078. Q. And you were wishful to pass her port to port ? — A. I was

1079. Q. After she had entered the fog you heard her blow one long blast? — A.
I did.

1080. Q. I may tell you this that, according to her evidence — it may be incorrect
— but it is well you should know, she says that she never blew one long blast. Are
you sure you heard it? — A. I am.

1081. Q. You are certain? — A. Certainly.

Lord Mersey. — Will you say what you mean by one long blast — signalling what ?

Mr. Aspinall. — One long blast is the proper signal for a vessel to sound when
under way in a fog.

Chief Justice McLeod. — In these rules it will be explained.

TOFTENES.

EMPRESS OF IRELAND— STORSTAD COLLISION 73

SESSIONAL PAPER No. 21b

Mr. Aspinall, — Yes, it is Article 15. It is headed ' Sound Signals for Fog.'

All signals prescribed by this Artiele for vessels under way shall be
given

And then it provides that a steam vessel is to be equipped with an efficient whistle
or siren. Article 9 is the important one:

A steam vessel having way upon her shall sound at intervals of not more
than two minutes a prolonged blast.

1082. Q. (To witness). You, of course, know that? — A. Yes.

1083. Q. Your evidence is that you heard her blow a long blast? — A. I did.

1084. Q. According to you, on your port bow. At the time when she became
enveloped in fog were you still travelling at your full speed? — A. I rang my engines
slow when I heard a blow of one blast from the other.

1085. In other words, you lost her in the fog, you heard a long blast from her and
then you rang your engines at slow ? — A. I slowed before I heard her blow as soon as
I lost her lights.

1086. Q. Is the last answer the right one? — A. The last answer is the right one.

1087. Q. When you -lost her in the fog you slowed? — A. Yes.

1088. Q. Am I right in saying that having heard that long blast from her almost
immediately afterwards you heard her blow three short blasts? — A. A little while
after.

1089. Q. Not long?— A. Not long.

1090. Q. That would be a signal from the Empress that ' I am reversing my
engines ' ? — A. Yes.

1091. Q. After that did you blow several blasts on your whistle? — A. I do not
know how many we blew, we blew the regular fog signals.

1092. Q. How many minutes elapsed from that time before you heard the second
three blasts from the Empress? — A. I could not say that.

1093. Q. Was it a substantial time; was it about five minutes or so? — A. It could
not be that.

1094. Q. How long was it ? — A. It would be one or two minutes.

By Sir Adolphe Routhier:

1095. Q. What was your speed when you heard the three blasts? — A. The engines
were going slow ; they were stopped just then.

By Mr. Aspinall:

1096. Q. They were going slow? — A. They were going slow and then they were
stopped.

1097. Q. Before that? — A. Before we heard her blow three blasts.

1098. Q. And you went on at slow speed? — A. With the engines stopped.

1099. Q. Would not a laden ship when you slow and then stop the engines carry
way at full speed for some time before she ran down to slow? — A. We would carry
some speed — yes.

1100. Q. But the mere fact that you had put your engines slow does not bring the
speed of your vessel to slow at once ? — A. Not at once.

1101. Q. It takes some little time. — A.

By Sir Adolphe Routhier:

1102. Q. Then you understood that the Empress was going full speed astern ? — A. I
did.

1103. Q. And you did not think of doing the same? — A. I did not.

TOFTENES-

74 MARINE AND FISHERIES

5 GEORGE V., A. 1915
By Mr. Aspinall:

1104. Q. You ordered the helm . a-port and then put it very nearly — I think you
said — hard-a-port? — A. I did.

1105. Q. If you had got headway upon you at this time the effect of that would
be to take your head to starboard would it not? — A. It would.

1106. Q. You were wishful that your head should go to starboard? — A. I was not.

By Lord Mersey:

1107. Q. You did not wish it?— A. No.

1108. Q. Then why did you do it? — A. Because I knew the current was against
us and I did not wish the ship to swing to port.

By Mr. Aspinall:

1109. Q. Are you sure that is the correct explanation ? — A. That is what I meant
by it.

1110. Q. Because you heard the Empress — I dare say you heard her? — A. I did.

1111. Q. You twice heard her blow three short blasts? — A. I do not know how
many times I heard her.

1112. Q. I am not claiming more than two of the three. But you did at least hear
her blow three short blasts ? — A. Yes, I heard her blow twice.

1113. Q. The effect of that ought to be to take her headway off, ought it not?—
A. Yes, it would.

1114. Q. She is a twin-screw boat and has powerful engines. She says that she has
taken her headway off? — A. Yes.

1115. Q. If she had not used her helm, and the cause of this trouble was that you
did use your helm, and this was a port helm. That is 'putting the case simply. You
heard her sound three short blasts twice and you put your helm nearly hard-a-port? —
A. I did put the helm a-port.

1116. Q. Nearly hard-a-port? — A. Nearly hard-a-port.

1117. Q. Is it a fact that your head did go to starboard just before this collision
happened? — A. It did not.

Lord Mersey. — Put that question again.
By Mr. Aspinall:

1118. Q. Is it not a fact that in consequence of your helm being to port and
nearly hard-a-port, your head did go to starboard and that is how this collision
occurred? — A. It did not.

By Lord Mersey:

1119. Q. I do not know what ' did not ' means. Do you mean to say that it did
not bring about the collision. — A. It did not make the ship swing to starboard.

By Mr. Aspinall:

1120. Q. Notwithstanding that you put your helm hard-a-port? That was the
object of putting your helm hard-a-port? — A. No.

1121. Q. What was the object? — A. The object was to prevent the ship sheering
to port.

By Chief Justice McLeod:

1122. Q. Had the current the effect of sending her to port? — A. It might.

1123. Q. Did it? — A. It gave so much that the ship did not answer the port helm.

By Mr. Aspinall:

1124. Q. This is a remarkable current, is it not, that you are telling about ?—
A. I do not know.

1125. Q. Let us see about the current. The current that you are in is acting on
the whole ship? — A. It is.

TOFTENES.

EMPRESS OF IRELAND— STORSTAD COLLISION 75

SESSIONAL PAPER No. 21b

1126. Q. Why should it send your head one way rather than your stern? Suppose
this is your ship (illustrating by holding a book up in view of the witness) and sup-
pose the current is passing from me to you; the current will probably take the ship
to you. Why should it affect that part (indicating) more than that part (indicating) ?
— A. It sometimes does if the ship has no way on her.

1127. Q. Does it often?— A. Often, yes.

1128. Q. But not to cause you any trouble? — A. It does if the ship has no way on
her.

1129. Q. I think we will be agreed about this that if a part of your ship is in
comparatively slow water and the other part in current, the current will affect that part
of the ship which is in the current. That is right, is it not? — A. Yes, that is right.

1130. Q. But when the whole of your ship is in the one current there is no need
for alarm that it should affect your heading, is there? — A. There is not so much
though the ship will swing if she has no steering way on her.

1131. Q. At any rate the current is your point? — A. Yes, the current.

1132. Q. Did you ever hear the Empress blow two long blasts? — A. I did not.

1133. Q. She has sworn that she blew two long blasts ; you never heard that \ — ■
I did not.

1134. Q. That would mean that she was stopped in the water? — A. It would.

1135. Q. You, finding that you had no headway, and finding that your helm was
not acting, told us yesterday that you put your engines ahead. Do you remember?
—A. Yes.

1136. Q. And you were in pretty close quarters to the Empress at that time, were
you not? — A. I would be.

1137. Q. Did not your nearly hard-a-port helm answer then? — A. It did not.

1138. Q. When you put your engines ahead with your helm hard-a-port did you
expect your ship would answer that hard-a-port helm? — A. It would.

1139. Q. Did you expect it would? — A. I did expect it would.

1140. Q. You knew your own ship, of course? — A. Yes.

1141. Q. Why did it not answer under these circumstances? — A. Because the
engine was not working so long ahead that the ship got any headway under it.

1142. Q. There again you had a disappointment ?— A. I had.

1143. Q. What is the next thing that happened after that? Did you almost
immediately after putting your engines ahead see the lights of the Empress? — A.
Almost immediately.

1144. Q. Did they come as a surprise to you? — A. In the direction they came, yes.

1145. Q. They were upon your port bow? — A. Yes.

1146. Q. If, in fact, you had your helm hard-a-port and your head going starboard
would you not expect to find the Empress close to your port bow? — A. Yes, but my
head did not swing to starboard.

1147. Q. If your helm had answered and your head had gone to starboard then
you would have expected to find the Empress upon port bow? — A. I would.

1148. Q. Do you not think that is really what happened in this case, that if you
had any speed at all and you put your helm hard-a-port that would bring the Empress
close to your port bow? — A. I do not get your meaning.

1149. Q. Do you not think that is really what did happen, that your boat having
a certain amount of way on her when you put your helm to port, your head swung to
starboard towards the Empress? — A. No, it did not.

1150. Q. If I were to give you two models could you put your ship on a bit of
paper and the Empress at the time she came in sight of you ? — A. Approximately.

1151. Q. Have you done it before? — A. Yes, I have.

1152. Q. I thought you might. Probably you will be able to do it again? — A.
Approximately.

TOFTENES.

76 MARINE AXlt FISHERIES

5 GEORGE V., A. 1915

1153. Q. Probably correctly. How many times have you had this rehearsal? — A.
I do not know.

1154. Q. You just do it for me and you will probably do it quite right now.
(Two models and a sheet of paper were handed to witness, who marked a diagram upon
the paper. Diagram put in and marked Exhibit ' G.')

By Mr. Aspinall:

1155. Q. Which is which? — A. The large one is the Empress.
Lord Mersey. — At what time is this?

By Mr. Aspinall:

1156. Q. That is the time when you saw the Empress come out of the fog? — A.
Yes.

1157. Q. You were a stationary ship then? — A. Probably not quite.
Lord Mersey. — I thought you said you were stationary.

By Mr. Aspinall:

1158. Q. How much way are you willing to give me? — A. My engines were going
ahead slow.

1159. Q. What headway are you going to give yourself at this time? — A. Probably
a mile or a mile and a half.

1160. Q. If you were travelling a mile, what -sort of speed do you think the
Empress was travelling at this time? — A. To estimate the speed in such a moment is
very hard.

By Lord Mersey:

1161. Q. I am getting old and I cannot hear what you say. Speak as loud as if
you were on the bridge? — A. I cannot estimate what speed she was going.

1162. Q. Give us some idea? — A. I should say about 8 or 10 miles.

By Mr. Aspinall:

1163. Do you seriously mean that? — A. I do.

1164. Q. If she is travelling 8 to 10 miles and you are travelling one — I have not
got the sketch before me but I think I have it in mind — would not she have got across
your bows or would you have ever touched her ? — A. It depends on how far she was off.

1165. Q. How far was she off? — A. That I could not estimate; I could not estimate
no distance.

1166. Q. Why have you any difficulty now about distance and speeds? I only
want your approximate idea? — A. It is impossible to estimate a distance in such a
case.

1167. Q. Yes, you gave us the distance when you were being examined by this
gentleman (indicating Mr. Haight) ? — A. I gave the distance about one or two ship
lengths.

1168. Q. The ship length being in your mind was ? — A. My own ship, 450

feet.

1169. Q. That is a minimum of 450 feet and a maximum of 900 feet? — A. It
might be more than that.

1170. Q. If it was more than that then you were for all practical purposes sta-
tionary, going one knot an hour, and the other ship travelling 8 to 10 miles an hour,
while the collision was brought about. Will you just look at the picture again? — A.
That is only approximate.

1171. Q. I quite recognize that but you are the man on the spot. — A. It looks as
if she would pass.

Q. That is what occurred to me.

TOFTENES.

EMPRESS OF IRELAND— STORSTAD COLLISION 77

SESSIONAL PAPER No. 21b
By Lord Mersey:

1172. Q. From the statements you have made and the pictures you have drawn to
illustrate your statements it would appear that the Empress should have cleared your
bows? — A. It would.

By Sir Adolphe Routhier:

1173. Q. I suppose you were convinced at the time that you were all right? — A.
I was.

By Mr. Aspinall:

1174. Q. What do you mean by answering yes to that question? What is in your
mind in regard to that — that you had the right of way? — A. To my mind I am en-
titled to keep my course and speed.

1175. Q. Although you are entitled to keep your course — I will agree with that —
do you seriously think that as a navigator you have a right which entitles you to keep
your speed? — A. Not full speed.

1176. Q. What speed? — A. Moderate speed.

1177. Q. Moderate speed varies acording to the density of fog, does it not?
Perhaps you will not agree with me about that, but I think it does? — A. I think it
does.

1178. Q. In a dense fog of this character a moderate speed means a very slow
speed? — A. It does.

1179. Q. And perhaps in danger it means no speed at all, does it not? — A. I do
not know.

By Sir Adolphe Routhier:

1180. Q. In case of impending danger of collision do you know that the right of
way disappears? — A. I know.

1181. Q. You knew that?— A. Yes.

By Mr. Aspinall:

1182. Q. You have to take seamanlike precaution, have you not? — A. I have.

1183. Q. How many times do you say you blew these two long blasts of yours? —
A. Once.

1184. Q. According to your evidence yesterday what you did say was that you blew
two long blasts and immediately ordered your engines ahead ? — A. I did.

1185. Q. Well, that is not a very seamanlike thing to do, is it — to blow two long
blasts to tell another man in the fog that you are stopped and at the same time to order
your engines ahead? Is that a right thing to do? — A. I thought it was right at the
time.

By Lord Mersey :

1186. Q. Why did you think it was right to contradict the signals which you had
just given ? — A. The signals I gave was not to indicate what I was going to do but to
indicate the position I was in.

By Mr. Aspinall:

1187. Q. You were giving by whistle information to the other ship — the object of
the two long blasts is to give information — and the information that you were giving to
the officer in charge of the Empress was this : ' I am stopped in the water ' ? — A. It was.

1188. Q. And yet at the same time that you gave him that information you ordered
your engines ahead. Do you think that is right? — A. Not at the same time.

1189. Q. It is practically a matter of seconds but even if there was a little time. —
A. Well, two blasts were blown.

1190. Q. And I — A. And then I ordered my engines ahead.

TOFTENES.

78 MARINE A \7> FISHERIES

5 GEORGE V., A. 1915

By Chief Justice McLeod:

1191. Q. After giving two long blasts and after putting your engines ahead, did
you give any signal that you were moving ahead ? — A. I did not.

1192. Q. You ought to have. — A. I know I ought to do so.

By Mr. Aspinall:

1193. Q. Your manoeuvring might be apt to mislead the man on the other ship? —
A. Under the circumstances there was no time to mislead.

1194. Q. You have told us the position in which the Empress was when you saw her.
Had your master come on the bridge by that time? — A. He just came up then.

1195. Q. And by that time this collision had got to happen; it was inevitable? —
A. I did not catch that.

1196. Q. The master had just come up? — A. He had.

1197. Q. And you saw the lights of the Empress coming from the fog. Was the
collision then bound to happen ; was it inevitable ? — A. Yes, so far as I could see it was
inevitable.

1198. Q. What instructions did your master give you in regard to fog ? — A. To call
him in case fog came on.

1199. Q. Did you give effect to those instructions on this morning ? — A. I did call
him.

1200. Q. When the fog came on? — A. Yes, a few minutes after.

By Lord Mersey:

1201. Q. What is that? — A. A few minutes after the fog was showing there I
called the master.

1202. Q. How long was the fog there? — A. From the time the fog shut in the
lights of the Empress until the collision it would be about ten minutes.

By Mr. Aspinall:

1203. Q. That is from the time that it shut him in but I take it that you had
seen the fog before that? — A. A little before that.

1204. Q. We were told by a witness from the Empress that the fog was seen to be
coming off shore? — A. Yes.

1205. Q. Did you see that?— A. I did.

1206. Q. That would be- more than ten minutes before the collision? — A. Yes, sir.

1207. Q. Why did you not act, obey the instructions of your master and have
him called at once? — A. I was not so particular about the time of calling him. I
sometimes used to wait a few minutes to see of the fog would clear.

Lord Mersey. — I heard him say that he thought he would wait a few minutes to
see if the fog would clear.

A. Not exactly that; I said that I sometimes used to wait a few minutes to see
if the fog would clear.

By Lord Mersey:

1208. Q. Had your master asked you to call him if fog .came on or to wait and
see if it would clear — A. He had not.

1209. Q. Why did you not do as he told you ? — A. I did not think it was neces-
sary just then.

1210. Q. I understand that your master, in answer to your summons, did not get
on the bridge until the mischief was done — that is to say until the collision was
inevitable? — A. He did not.

1211. Q. And if you had called him as soon as the fog came he would have been
there long before ? — A. He might.

By Mr. Aspinall:

1212. Q. He might?

TOFTENES.

EMPRESS OF IRELAND— STORSTAD COLLISION 79

SESSIONAL PAPER No. 21b

By Sir Adolphe Routhier:

1213. Q. You are not sure? — A. No, there was no reason for him to come up so
fast; everything was clear; there was no thought of collision.

By Lord Mersey:

1214. Q. Everything was clear?
By Sir Adolphe Routhier:

1215. Q. No fog? — A. There was no danger in that fact.

By Lord Mersey:

1216. Q. Do you say there was no danger in the fog? — A. Oh, there might be.
By Mr. Aspinall:

1217. Q. Let me remind you of another thing you told us in this connection;
when the master came up he was not told that there was another ship? — A. Almost
immediately we saw the lights of the other ship.

1218. Q. But, at any rate he came up so late that you had not time even to give
him that information? — A. No.

1219. Q. Looking back at it now, do you think you were right in not calling
him ten or fifteen minutes sooner? — A. I do.

of your master? However, I will not pursue that. I suppose there is a good reason
why your master tells you that he wishes to be called when there is a fog? — A. It is a

1220. Q. Is this the manner in which you mostly give effect to the instructions
standing order.

1221. Q. The River St. Lawrence is a river in which a good deal of fog is met?
—A. Yes.

1222. Q. And that is one of the great dangers of this waterway? — A. It is.

1223. Q. And you have that as a standing order on board ship? — A. We have.

1224. Q. Do you regard it as an order of importance? — A. Yes, I do.

1225. Q. As soon as he came up what orders did he give ? — A. He gave no orders
to me.

1226. Q. Did he do anything? — A. I do not know what he did first after he
came up, but the first I saw was that he rang the engine room telegraph full speed
astern.

1227. Qj. It was not until the master came on the bridge that the engines were
put full speed astern — is that right? — A. That is right.

1228. Q. If the master had not come up would they ever have been put full speed
astern? — A. They would at the same time.

1229. Q. It was a little late, was it not?— A. No.

By Lord MeYsey:

1230. Q. What do you mean by saying that it was not a little late? — A. To put
the engine full speed astern.

1231. If you had put the engine full speed astern considerably earlier I suppose
the collision would not have taken place? — A. But I saw nothing then; I saw no
reason for putting them astern.

By Sir Adolphe' Routhier:

1232. Q. The Empress was going astern? — A. The Empress was going astern.

By Mr. Aspinall:

1233. Q. The other ship had blown out three short blasts twice? — A. Yes.

1234. Q. You tell the master, he comes up and orders your engines to be put
full speed astern? — A. Yes.

TOFTENES.

SO MARINE AND FISHERIES

5 GEORGE V., A. 1915

1235. Q. Had they got working full speed astern before this blow was struck?—
A. They had.

1236. Q. They had not much time? — A. I cannot say how much — about a minute.

1237. Q. How far did the stem of your vessel drive into the side of the Empress?^
A. As far as I can make out now it would be about 12 feet.

1238. Q. More would it not? — A. I do not think so.

1239. Q. That is the distance you give?— A. It is.

1240. Q. Because it means that you are driving through her steel decks. — A. I
do not think so.

1241. Q. You cannot get in unless you get through her decks. — A. She did not
seem to have any decks.

1242. But there must have been, must there not? She has all those decks — main,
lower and upper deck and so on You must have gone through them? — A. The only
place I could see where there was any deck was above our deck.

1243. Q. She was a fine, strong vessel, was she not? — A. She may have been; I
have not seen her.

1244. Q. She must have been a fine, strong vessel and, according to you, you got
12 feet in. What do you think drove your stem 12 feet into that vessel? You had no
way on you according to your story. What do you think caused your stem to go 12
feet into that vessel? — A. The speed of the Empress.

1245. Q. Did she come crab fashion down upon you? How could you get 12 feet
into her? — A. She came on us very much aslant.

1246. Q. At a slant?

Lord Mersey. — The witness drew yesterday a sketch of the angle at which, accord-
ing to his view, the Storstad struck the Empress; (to witness) just look at that which
is your own drawing, and then Mr. Aspinall will ask you a question.

By Mr. Aspinall:

1247. Q. You went into her 12 feet according to your evidence? — A. About that.

1248. Q. You say that at the time of the blow you were stationary in the water?- —
A. Almost so.

1249. Q. Then it must have been the headway of the Empress that caused it? —
A. It must have been.

1250. Q. She would show you her straight side? She has got a pretty straight
side at that place? — A. Yes.

1251. Q. Would she, with her straight side, get you 12 feet into her? Was it not
because you had driving power behind your stem that you went into her ? — We had not.

1252. Q. But, at any rate, you did go in to that extent? — A. We did go so far
into her.

1253. Q. According to your story, your stem has gone in 12 feet. This big ship
is crossing your bows at 8 to 10 knots, according to your story; wouldn't the effect of
that have been to have at once carried your stem right away to starboard, if your story
is true? — A. Carry the whole ship over to starboard.

1254. Q. Oh, no, no, no; the stem. Have you ever been in a collision before? — ■
A. Yes, I have.

1255. Q. Now, I am not suggesting for a moment that you are anything to blame
in any way; I am merely asking this for another purpose. If you have a collision
between one ship and another big ship which is crossing port to starboard, what
happens? Doesn't it carry the whole of the forward part of the ship away to star-
board?— A. Not always.

1256. Q. Well, mostly? — A. Perhaps; I have not seen many.

1257. Q. That is what you would expect, is it not? — A. It seems so.

TOFTENES.

EMPRESS OF IRELAND— STORSTAD COLLISION 81

SESSIONAL PAPER No. 21b

1258. Q. However, possibly there is some exx)lanation in this case which will
account for its going somewhat the other way, as it did, did it not ? — A. Yes.

1259. Q. It went a little the other way ; at anjr rate it did not go to starboard ?
— A. It did some.

1260 Q. Would you, if I gave you a chart, place the collision? It might help
your Lordship; Captain Kendall did it. (Chart handed to witness and point of colli-
sion indicated.)

Lord Mersey. — The point of collision is marked by Captain Kendall in a little
round circle with a spot on it. Just look and see if I am right.

Mr. Aspinall. — There is not very much difference between them, my Lord.

Lord Mersey. — Will you tell us what Captain Kendall intended to be the spot,
and what the circle is?

Mr. Haight. — It is the landscape about, sir; it is a background. It is only to
indicate where the dot is ; just to call attention to the fact that the dot is inside.

Lord Mersey. — The point in the middle of the circle is the place where the colli-
sion is supposed to have taken place?

Mr. Haight. — Precisely. According to Captain Kendall the distance from Cock
Point to the point of collision is four and a quarter knots; according to the chief
officer of the Storstad it is about three and a half knots. One makes the bearing almost
north of Cock Point, and the other one somewhat west of Cock Point. Our position
is a little west of Captain Kendall's, and it is a little closer to the shore. There is a
difference of not more than a knot, I should think.

Lord Mersey. — Do you attach any significance to that ?

Mr. Aspinall. — I attach no importance to it, my Lord.

By Mr. Aspinall:

1261. Q. Mr. Toftenes, at the time of the collision there was a thick fog on, was
there not? — A. There was a fog on.

1262. Q. And it is difficult under those circumstances either for you or for
Captain Kendall to be absolutely certain as to where it happened? — A. It is.

1263. Q. You both, no doubt, have done your best. This brings us up to the col-
lision. Did the captain of your ship, to your knowledge, give any orders to the
engines after he had ordered them full speed astern? — A. I heard the telegraph ring
but I cannot say what the order was.

1264. Q. You heard the telegraph ring, but you do not know what the captain
did do ? — A. I do not know.

1265. Q. Perhaps, then, there is no good in my discussing it with you. I want
you in this connection, if you will, — hereafter I will be checking your engines' move-
ments— to tell me the order in which the orders to the engines came, and the times
between. You are running at full speed; you give the order, according to your evi-
dence, slow; is that right? — A. Yes, I did.

1266. Q. What was the next order after that you gave? — A. Stop.

1267. Q. How long had you been running slow? — A. About two minutes.

1268. Q. That is, the interval between slow and stop was two minutes ? — A. About
that.

1269. Q. What was the next order after stop? — A. Slow ahead.

1270. Q. You must think, you know; I do not want to catch you over these things.
That is what you mean? — A. That is right.

1271. What was the interval between stop and slow ahead? — A. About five or six.
minutes.

1272. Q. What was the order after slow ahead? — A. Full speed astern.

TOFT.EN.E3.

21b— 6

82 MARINE AXD FISHERIES

5 GEORGE V., A. 1915

1273. Q. What was the interval between slow -ahead and full speed astern? — A. It
might be half a minute.

1274. Q. There your knowledge of the engine movements ends; you do not know
more? — A. Ends there.

Chief Justice McLeod. — He knows no more after the order full speed astern?
Mr. Aspixiall. — He knows no more ; he simply says he heard the telegraph ring.

By Mr. Aspinall:

1275. Q. Could you tell me this: when was it that the first three short blasts
from the Empress came with regard to those orders you have just told me about ? — A.
Whether it was before or after the stop I cannot say, but almost the same time.

1276. Q. About the same time as stop, the first three short blasts from the
Empress, and five or six minutes after the stop came the order slow ahead? — A. It
did.

1277. Q. If that be right, you see that leads to this conclusion, that the engines of
the Empress were put full speed astern at least five or six minutes before this collision
happened. That is the outcome of your last evidence ? — A. That is it.

1278. Q. With a ship like that, with twin screws, if she was doing what she was
telling you she was doing, ought she not to have been stopped in the water? — A. She
ought to.

1279. Q. Have you any reason for thinking that the Commander of this vessel, the
Empress of Ireland, was so foolish as to tell you by his whistles : I am reversing, and
yet, in fact he was not ? — A. I have no reason for thinking so.

1280. Q. You agree with me that if he was doing that five or six minutes, which is
the outcome of your evidence, you would expect the Empress to be stopped? — A. I
would.

1281. Q. I just want to put a very few questions with regard to a matter you
suggested yesterday, namely this : you said that after a boat belonging to the Empress
of Ireland came from the Empress of Ireland, the men in her refused to go back. —
A. They did.

1282. Q. You are not making a charge against them, are you ? — A. I am not.

1283. Q. What their condition was, I suppose you did not notice ? — A. I did not.

1284. Q. Because I have not been able to trace these men, but you may be right in
making that statement. You are not, however, making any suggestion that they were
in any way cowardly? — A. I would not say anything about it; I did not know who
they were.

1285. Q. You cannot identify them either; you do not know who they were? — A. I
do not.

1286. Q. You have not seen them since? — A. No.

By Mr. Gibs one :

1287. Q. Is it not a fact, Mr. Toftenes, that when the Empress' boat came to your
ship, the one in which I think you said were the crew of the Empress who refused to go

back A. If it was the crew of the Empress, I can't say; I do not know who they

were.

1288. Q. You cannot say whether these men were of the crew of the Empress or
not ? — A. I did not see them ; I did not know who they were.

1289. Q. My instructions are that what occurred was that the Empress boat,
manned by three men of the Empress and laden with saved passengers, came to the
Storstad, and after putting these passengers upon the Storstad asked the officer on the
Storstad to supply some men to complete the crew of the boat and that the three
Empress men who remained in the boat were supplemented by the men who were given
by the Storstad. Is that really what occurred on the occasion you mention ? — A. That
did occur in one case, although how many of the Empress men were aboard that boat, I
do not know. I do not think there were more than two.

TOFTENES.

EMPRESS OF IRELAND -STORSTAD COLLISION £3

SESSIONAL PAPER No. 21b

1290. Q. How many men did you give to that boat? — A. Three.

1291. Q. How many men had you sent out in your four boats? — A. Fifteen oi
sixteen, I shan't say which.

1292. Q. And you gave three to this boat? — A. I did.

1293. Q. Did you give any men to any other Empress boat? — A. I put five men
in one.

1294. Q. That would make 16 on your four boats, three men on the first Empress
boat, making 19, and five on the second Empress boat? — A. Yes.

1295. Q. That would make 24?— A. It would.

1296. Q. How many men had you available for boat duty at that time? — A,
About 30.

1297. Q. What was your total crew?— A. 36.

1298. Q. Of the 36, you say that 30 were available for boat duty at that time?
— A. They were.

1299. Q. Is it to your knowledge that one at least of the Storstad' s boats was
manned by sailors from the Empress? — There was one; I believe the wireless opera-
tor went on board of one of our boats.

1300. Q. Took cbarge of the boat, did he not? — A. He did not take charge. Our
third officer was in charge of the boat.

1301. Q. He went on board, however, to help man the boat? — A. Yes.

1302. Q. How many of your men were there on that boat? — A. Four or five;
there were five when they started, but that was the second trip.

1303. Q. Was not one of your boats only manned with two men? — A. There was
not.

1304. Q. You answered Mr. Aspinall, I think, and said that you made no reflec-
tion whatsoever upon the conduct in the way of courage or duty of the Empress men?
— A. I could not do it; I did not know who they were, whether passengers or crew.

1305. Q. No reflection whatsoever is made upon them in that way? — A. I could
not do it. There is one thing that I heard of a passenger; that those men that refused
to go out, they were officers of the Empress. Somebody told me that; who told me
I do not know.

1306. Q. You yourself witnessed nothing of the kind? — A. I did not know it.

1307. Q. You have no personal knowledge of that? — A. I have no personal know-
ledge of who they were.

By Lord Mersey:

1308. Q. Who' was the person who told you that? — A. I could not say that; it was
one of the survivors, just after this thing happened.

1309. Q. Was it a man or a woman? — A. A man.

1310. Q. Where did you see him? — A. On board the ship, a few minutes after
this happened.

1311. Q. On board the Storstadt—A. On board the Storstad.

1312. Q. Have you ever seen him since? — A. I would not know him if I did see
him.

1313. Q. Did you ask his name?— A. No, I didn't.

1314. Q. That is all you know about it? — A. That is all I know about it.

By Mr. Gibsone :

1315. Q. By what means were the passengers that were transported to the Storstad
in the boats taken from the boats to the Storstad deck? — A. Those that could go up
ladders came up, and the others were pulled up by ropes.

1316. Q. Was there anything besides ladders? — A. No, there was nothing besides
ladders.

1317. Q. How many ladders were there? — A. Six or seven, I think.

1318. Q..What kind of ladders were they? Rope ladders? — A. Some were rope
ladders, some wooden ladders.

TOFTENES.
21b— 61

84 MARINE AND FISHERIES ' " "

5 GEORGE V., A. 1915

1319. Q. Jacob's ladders?— A. Yes.

1320. Q. Those who could not climb the ladders, I understand you to say, were
pulled up by ropes? — A. Yes.

1321. Q. What proportion, perhaps, were pulled up by ropes?

By Lord Mersey:

1322. Q. Do you know what proportion were pulled up by ropes?— A. I could not
say that.

1323. Q. Do you Juiow what proportion means? — A. Yes.

1324. Q. Now, di I you count in order to see how many came up by ropes and
how many did not?- A. I did not. I did not see all the boats; I could not be all
over at once.

By Mr. HaijU:

1325. Q. During the time you have been on board the Storstad as third officer,
second officer and first officer, what speed has been usually averaged at sea? — A. About
ten miles, nine or ten miles.

1326. Q. That is when she is going full speed and making as much time as she
.can? — A. That is when she is going full speed, loaded.

1327. Q. Up to the time that you had Metis Point abeam on the night of the
•collision, had you encountered any fog at all? — A. I don't remember of any now, not
'that night.

1328. Q. Was the weather perfectly clear when you were off Metis Point? — A.
It was.

1329. Q. Did it remain perfectly clear until you were able to pick up Cock Point?
— A. It was.

1330. Q. Was it clear when you first sighted Father Point light ? — A. It was clear
enough to see the light at 15 miles distant, and that is as far as it shows.

1331. Q. Had you made out Father Point light before you saw the masthead lights
of the Empress? — A. Yes, I had seen it a long time before.

1332. Q. So that at whatever distance the masthead lights showed, at that distance
the weather on this night was clear enough to allow them to show? — A. It was.

1333. Q. When you first did make out the masthead light of the Empress, do you
think they had been in sight any length of time, and that you could have seen them
earlier if you had looked at that particular point, or do you think you saw them as
soon as they were reasonably visible? — A. I think so.

1334. Q. Were you stationary, in one place on the bridge? — A. No, I was going
back and forth as usual.

1335. Q. Were you able to form any judgment whatever when you first saw the
masthead lights of the Empress, as to whether she, -was in motion or stationary? —
A. I did not think of it just at the moment; she was so far off.

1336. Q. You have stated in your examination to Mr. Aspinall that you are sure
that you heard the Empress blow a signal of one whistle? — A. I am.

1337. Q. Meaning a running signal in a fog? — A. I did.

1338. Q. How many times did you hear the Empress blow one whistle, only once
or more than once ? — A. I know I heard it once, I do not know if it was more ; I could
not say that.

1339. Q. Have you had experience in running the Storstad or other steamers
against a strong tide or against a strong current? — A. Not any special.

1340. Q. You have been in places where the tide would run to two or three knots,
have you not? — A. Yes, and faster.

1341. Q. Does the tide, if it is on one bow or the other, affect the steering of your
vessel more if you have very little headway or if you have lost headway than it does if
you are going eight or nine knots? — A. It does.

TO^TENES.

EMPRESS OF IRELAND— STORSTAD COLLISION 85

SESSIONAL PAPER No. 21b

1342. Q. If you are going say a knot and a half or two knots, and you have a cur-
rent of a knot and a half or two knots on your starboard bow, what will your vessel
do? — A. Very likely swing to port.

1343. Q. That is when your speed is much reduced, it is like a canoe getting into
a current which will swing the head one way or the other ? — A. Yes.

1344. Q. When you had so far reduced your speed that your vessel would not
answer your helm, was there any way of foretelling which way your vessel might
sheer? — A. There was not.

1345. Q. It just depended which way her head happened to stop? — A. It would.

1346. Q. Up to the time that you put your engines slow ahead, on which side
had the whistle blown by the Empress sounded? — A. On the port side.

1347. Q. Was that true of every whistle that you heard? — A. Every one.

1348. Q. Prior to the collision, did you hear any whistle from the Empress that
sounded on your starboard side? — A. I did not.

1349. Q. Well, with the" whistles of the Empress sounding on your port bow, and
the whistles themselves indicating that she had been going astern for some time, did
you consider there was any chance of danger if you put your boat a little further to
starboard ? — A. I did not.

1350. Q. Your desire, however, was not to go any farther to port? — A. That
is it. *

1351. Q. Under the rule which requires the privileged vessel to keep her course,
is it your understanding that you are entitled to keep sufficient Way on your vessel
so that you can keep steerage way? — A. Yes.

1352. Q. You were asked by the court if you gave any signal indicating that
your engines had been started ahead, after you had blown the signal two long blasts
showing that your vessel did not have steerage way. Is there any signal provided by
the rules which you could have blown? — A. I could have blown one long blast.

By Chief Justice McLeod:

1353. Q. What would have that indicated? — A. That would have indicated that
the ship was going ahead.

1354. Q. That she was under way? — A. Yes, that she was under way.

By Mr. Haight:

1355. Q. That would have been an appropriate whistle to blow as soon as your
slow ahead order had really started your ship enough to give you steerage way,
would it not? — A. It would.

1356. Q. In your judgment, had your engines run slow ahead long enough to
give you steerage way when the light of the Empress showed up on your port bow? —
A. They might, just at the moment, but it was not more than just so.

1357. Q. At the best, she had not gone ahead more than long enough to just
perhaps give her speed enough to start with? — A. She had not.

1358. Q. And as soon as the Empress came into view that would not have been
an appropriate whistle to blow? — A. It would not.

1359. Q. You have stated in reply to Mr. Aspinall that you thought the fog
had lasted about ten minutes between the time you saw the Empress shut out and the
time of the collision? — A. Yes.

1360. Q. Before the Empress was shut out had the horizon been clear up the
river? had you had an unobstructed view of the river? — A. Up the river, but not
towards the land.

1361. Q. When you were approaching Cock Point, had you a clear view of the
entire river, before the Empress was sighted — A. Before the Empress was sighted, yes.

1362. Q. And when the Empress was sighted you still had clear weather? — A. Yes,
when the Empress was sighted we still had clear weather.

lOFTENES.

8C MARINE AND FISHERIES

5 GEORGE V., A. 1915

1363. Q. When the Empress was shut out you knew then whether there were or
were not other vessels in the vicinity ? — A. I did not see any.

1364. Q. And if they had been there would you have seen them, were you on the
look-out? — A. I would have seen them.

1365. Q. Your navigation after the fog shut in, while the Empress was show-
ing a red light, was governed by the fact that you knew how many vessels were in the
river before the fog shut in? — A. It was.

1366. Q. As you approached the Empress, she having blown the reversing whistle
once or twice, and having, according to her whistle, reversed for several minutes, your
expectation was that she was stationary or at least making no headway to the star-
board of your course? — A. It was.

1367. Q. How much way through the water does the Storstad need, loaded, to give
her steerage way ? — A. One or two knots.

1368. Q. How much jar was there when the two vessels came together? — A. I didn't
feel much.

1369. Q. Were you thrown off your feet or off your balance? — A. I hardly felt it
at all.

1370. Q. How would it compare with the jar against a dock when the steamer is
docking? — A. Well, I hardly felt the blow as anything. I heard a crash, but I did
not feel any blow.

1371. Q. You heard a sound forward, but you say it did not jar seriously? — A. No,
not much.

1372. Q. Captain Kendall has suggested that the impact was so heavy that your
vessel struck him and really bounded back by virtue of the rebound of the blow. Was
there any such phenomenon on your vessel as that? — A. There was not.

1373. Q. Did you see any explosion or any flash of fire from the side of the
Empress when the vessel touched? — A. I saw sparks fly.

1374. Q. To what did you attribute these sparks ? — A. To the impact of the ships as
they came together, steel against steel.

1375. Q. You thought it was simply sparks flying from friction? — A. That is all.

Lord Mersey. — Mr. Newcombe, do you wish to ask asy questions of this witness?

Mr. Newcombe. — No, my Lord, I do not.

Lord Mersey. — Well, what do you propose to do next?

Mr. Newcombe. — I should think it would be convenient to example the Master of
the Storstad now.

Lord Mersey. — What do you say, Mr. Aspinall ?

Mr. Aspinall. — I see no objection to that course.

Mr. Haight. — I should be glad to have him examined, as the Chief Officer tells
only about two-thirds of our story.

Lord Mersey. — I think it is convenient to examine the Master of the Storstad
now because our minds are following the line that his examination will cover, that is
the navigation immediately prior to the collision and afterwards.

Mr. Haight. — And before calling Captain Andersen may I ask what is the
court's pleasure as to keeping the Chief Officer in Quebec?

Lord Mersey. — I think he should be kept here for the present; do not let him go
at all events without the permission of the Court.

Mr. Haight. — The reason I mention that is that I am asking the other officers to
come on, and while I am telling my learned friends that the boat is at their risk,
still it is not quite fair for me, perhaps, to take the entire crew of thirty-six officers
and men off my ship in Montreal and leave her without caretakers.

TOFTENES.

EMPRESS OF IRELAND— STORST AD COLLISION 87

'SESSIONAL PAPER No. 21b

Lord Mersey. — Oh no, I sincerely hope we are not to have thirty-six men from
.your ship.

Mr. Haight. — It will not be quite so bad as that, my Lord, but my crew will all
loe at the disposal of the other side, and I shall ask ten or twelve of the crew, who
manned the boats, to testify about five minutes each.

Lord Mersey. — Well, so far as I am concerned, as soon as these men have been
examined I shall allow them all to go away together, but I should not like this witness
to go away at present.

Mr. Haight. — I have my first and third officers here now and the second officer is
on board the steamer.

Lord Mersey. — Well, I shall only answer your question to this extent, that this
.gentleman must not go away at present.

Mr. Haight. — Well I would ask that Captain Andersen be now called and sworn.

Captain Thomas Andersen, s.s. Storstad, sworn:

Examined by Mr. Haight :

1376. Q. Now Captain, before asking you anything about the matter, I would
request you in answering the questions, instead of facing me, to turn a bit to one side
so that the Court can hear, and try to speak loud enough so that everybody will hear?
—A. I will try.

1377. Q. You were the master of the steamship Storstad at the time of the col-
lision with the Empress of Ireland, were you not? — A. I was.

1378. Q. How long have you been in command of the Storstad? — A. Very nearly
three years.

1379. Q. Did you take command of her when she was new? — A. A few months
later.

1380. Q. And you have been in command of her ever since? — A. Yes.

1381. Q. On the night of the collision, at what hour did you go below? — A. I went
below about eleven o'clock in the evening.

1382. Q. Where was the Storstad then ? — A. She was about six miles below Matane.

1383. Q. That was Sydney time?— A. Yes.

1384. Q. What were the weather conditions then ? — A. It was calm and clear.

1385. Q. Who were on watch when you went below ? — A., The second officer.

1386. Q. What .was the next watch and when was it to change ? — A. At twelve
o'clock the first and third officer came on watch.

1387. Q. Is it customary at night for you to have both the first officer and third
officer on the bridge on watch? — A. It is.

1388. -Q. There was nothing unusual then about this instance? — A. No.

1389. Q. How soon did you turn in after you went below? — A. I turned in about
•eleven o'clock, a little after.

1390. Q. As soon as you went below you turned in? — A. Yes, right after I. went
-below.

1391. Q. Now, when did you first get a report from the bridge after you had
turned into your bunk? — A. Well, I couldn't say exactly the hour, but shortly before
three o'clock.

1392. Q. And what report did you get? — A. Well, he called me and said it was
getting hazy.

1393. Q. Who called you?— A. The first officer.

ANDERSEN,

88 MARINE AND FISHERIES

5 GEORGE V., A. 1915

1394. Q. State as exactly as you can remember just what he said and you said?
— A. As near as I can remember he said : ' It is getting hazy/ and I asked him, ' Can
you see Father Point light ?' And he said, ' It is just closing oft" now/

1395. Q. How did he speak to you, through what ? — A. "Well, in the ordinary way.

1396. Q. Yes, but through what — there is a deck between you, is there not? —
A. Yes, he spoke to me through a speaking-tube from the bridge to. my bunk.

1397. Q. There is a speaking-tube from the bridge that goes right to the head of
your bunk? — A. Yes.

1398. Q. How soon after he spoke to you did you go on to the bridge? — A. A few
moments.

1399. Q. You went right up? — A. Yes, I went right up.

1400. Q. When you went on to the bridge what did you first do? — A. At first when
I got up on the bridge I went amidships to the compass — as a rule I always do when I
get up, to see where the ship is heading.

1401. Q. And when you looked into the compass how was she heading? — A. West
by south half south on the compass.

1402. Q. That would mean what course magnetic? — A. West by south.

1403. Q. Did you look at the telegraph? — A. No, I did not. The first officer was
standing at the telegraph at the time.

1404. Q. Well, after you looked at the compass what was the next thing you did?
— A. I barely got to the compass when I sighted the other steamer.

1405. Q. And when you sighted the other steamer, what did you see? — A. I saw
a light, and the hull of the ship loomed up on our port side.

1406. Q. Was it the masthead light that you sighted first? — A. One of the mast-
head lights, yes.

1407. Q. And did you see any coloured light? — A. I saw a green light.

1408. Q. Now when you could first see the light how did it bear from your vessel ?
— A. Well, I did not take any special bearing, but it was at least three points on our
port bow.

1409. Q. As the Empress loomed up so that you could see the outline of her hull,
how much was her stem, when you could first make it out, to port of your course? —
A. Well, that I couldn't exactly say, but I took the whole hull of the ship as I saw it,
and that was at least three points on our port bow.

1410. Q. That is, you drew no distinction between the bearing of the stem of the
Empress and the bearing of her stern ? — A. No.

1411. Q. Now as nearly as you can, will you estimate the distance between the
Empress and the Storstad when you could first make out the vessel's light? — A. I
couldn't exactly say, but I would imagine it would be a couple of ship's lengths.

1412. Q. Lord Mersey.— That would be about 800 feet?— A. Yes, from 600 to 800
feet.

By Mr. Haight:

1413. Q. The instant that you saw the Empress, what did you do? — A. I ran to
the telegraph and rang full speed astern.

1414. Q. Did you get an answer to that signal? — A. Well, I didn't exactly notice,
but I am sure it was working; I felt the ship.

1415. Q. You felt the vibration ?— A. Yes.

1416. Q. Now, as well as you can estimate it, how long do you think your engines
were going full speed astern before the actual instant of contact? — A. I couldn't
exactly say, but I would think it would be nearly half a minute.

1417. Q. Can you now give us any estimate as to whether or not the bow of your
vessel swung to starboard under the reversed engines, and if so, how much? — A. The
stern of a vessel will swing to starboard on the reversed engines after the ship starts
to go astern, but she had not started to go astern at that time, and it could not be
very much.

ANDERSEN.

EMPRESS OF IRELAND— STORSTAD COLLISION 89

SESSIONAL PAPER No. 21b

By Chief Justice McLeod:

1418. Q. Will you please repeat that, Captain Andersen? — A. They do not start
to swing very much before the ship starts to go astern on the reversed engines, and it
could not be very much at that time.

1419. Q. That is your ship?— A. Yes.

By Mr. Haight:

1420. Q. Would the influence of your reversed engines within the thirty seconds or
so that you were reversing have changed your heading as much as a point ? — A. It might
between half a point and a point, or something like that — I can't say exactly.

1421. Q. Could it have changed it more than a point? — A. Not much.

1422. Q. What in your judgment is the utmost that you could change the heading
of your steamer under reversed engines in thirty seconds under the conditions of speed
as you found them that night ? — A. I should say between half a point and a point.

1423. Q. Do you know how the wheel was at the time you came on to the bridge
and looked at the compass, as you have just told us ? — A. I didn't notice.

1424. Q. Now, Captain Andersen, will you please take the models and a'so
indicate the relative positions of the two vessels at the actual instant of contact, and

then make a second diagram or rather I will put it this way, first make a diagram

showing how the vessels bore when you first made the Empress out, and second, the
position of the two vessels at the actual moment of contact ? Use the larger model for
the Empress if you please? — A. I will. (After a few moments.) I have made a
diagram which is filed as Exhibit No. 4 for the Storstad. I have also made a second
diagram which is filed as Exhibit No. 5 for the Storstad.

By Lord Mersey :

1425. Q. Captain Andersen, when you were starting to make the first diagram you
spoiled a sheet of paper, or at least you made an ineffectual attempt to make the
diagram, and you discarded that sheet ? — A. I did.

Lord Mersey. — I wish that sheet containing the ineffectual attempt of the Captain
to be filed also as Exhibit No. 3 for the Storstad.

Mr. Haight. — Yes, my Lord, the three sheets will be filed as Exhibits 3, 4 and 5
respectively for the Storstad.

Lord Mersey. — Now, I want to put another question to the Captain.

1426. Q. Taking the two little models, Captain, putting them in the first position
as shown in Exhibit 4 for the Storstad, that is to say the position in which you say your

ship and the Empress were at the time you first sighted the Empress that is take

your own sketch filed as Exhibit 4 of the Storstad and put the two models in their
respective places, marked on the sketch ? — A. Yes, I have done so, my Lord.

1427. Q. Now, will you please put a finger upon each of them? — A. Yes, sir.

1428. Q. Now, then, will you please move them in the way in which according to
you they did move in order to cause the collision ? — A. Yes, I have done so.

Mr. Haight. — Can he mark them right on that diagram, my Lord?

Lord Mersey. — No, he cannot mark a moving thing.

Mr. Haight. — But that will show how much the Storstad went forward towards
the Empress , . . the marking of that diagram will show how much the vesse^
went ahead respectively towards one another in his opinion.

Lord Mlhsey — Yes, I see that.

Sir Adolphe Routhier. — A simple line could be drawn to show that.
By Lord Mersey:

1429. Q. I understand the Empress came up against you and poked a hole in her
side against the bow of the Storstad, according to your understanding of it? — A.
That is as near as I can say it; there was a little way on the Storstad.

ANDERSEN.

90 MARINE AND FISHERIES

5 GEORGE V., A. 1915

1430. Q. You were going very slowly indeed? — A. Yes.

1431. Q. So slowly that you were scarcely moving?

Mr. EUlGHT. — My Lord, have you any objection to have the outlines of the two
vessels in the position in which he has put them now marked on that diagram filed as
Exhibit No. 4 of the Storstadt

Lord Mehsey. — No, I have none.

Mr. Haight. — Just put a line around them, Captain, please? — A. Yes, I have
•done so.

1432. Q. That is on the diagram filed as Exhibit No. 4 for the Storstad?—A.
Yes.

By Lord Mersey:

1433. Q. Now, Captain Andersen, can you suggest any explanation of the
whistles that you heard from the Empress? — A. I cannot.

1434. She must have been whistling in a very strange manner? — A. I did not
hear them myself.

1435. Q. But you heard the story?— A. Yes.

1436. Q. Her story is that she was indicating by whistles that she was stopped,
and your story is that she was going at a great speed? — A. She was going at a great

speed.

1437. Q. Can you suggest any explanation of that course that the Empress
followed? — A. I cannot.

1438. Q. The whistles were all lies?— A. Yes, so I am told.

1439. Q. They must have been .... can you explain or suggest to us why
a man in charge of a vessel like the Empress should be using whistles in a sense
which would indicate that his vessel was moving in a course in which she was not
moving? — A. I cannot give any reason.

1440. Q. No, but what is your idea of it, what do you think they were doing with
their whistles? — A. The only thing is, she must have gone full speed astern and
started full speed ahead again to cross our bows.

By Sir Adolphe Routhier:

1441. Q. Do you think that it was a mistake or a lie? — A. I don't understand.
By Lord Mersey:

1442. Q. You must have discussed this since the collision, Captain Andersen? —
A. I have discussed it, but I cannot come to any conclusion.

By Mr. Haight:

1443. Q. Assuming, Captain Andersen, that a man blows a signal of three blasts,
and then four or five minutes later blows another signal of three blasts, is there any-
thing to indicate that he has been going full speed astern all that time? — A. The
hlasts will indicate that he is going full speed astern.

1444. Q. The blasts will indicate that he is going full speed astern when he
hlows them? — A. Yes.

1445. Q. They do not say how long he is going to keep on going full speed astern?
—A. No.

1446. Q. Now, if a man who says he can stop a ship in two lengths blows a signal

of three blasts, and then four minutes later blows a signal of three blasts again,

A. He will go at a good rate astern.

1447. Q. He ought to have backed up half a mile, by the time that second
whistle is blown? — A. As far as I understand the rules

Mr. Aspinall (interrupting) — My Lord, I do not think that my learned friend
should tell his witness what to say.

Lord Mersey. — I think we shall have to put you in the witness box, Mr. Haight.

ANDERSEN.

EMPRESS OF IRELAND— STORST AD COLLISION 91

SESSIONAL PAPER Mo. 21 b

Mr. Haight. — But am I not right in saying that Captain Kendall said he could
:-stop his ship in two lengths ?

Lord Mersey: — I think that is right.

Mr. Haight. — And if I am not mistaken I think two minutes is the longest time
that Captain Kendall indicated it would take him to stop his ship.

Mr. Meredith. — Yes, that is quite right. He said two minutes and he said two
lengths.

Lord Mersey. — Go on, Mr. Haight.

By Mr. Haight:
1448. Q. I do not think I asked you, Captain Andersen, if before you went on to
the bridge you heard any whistles blown either by your vessel or by the other? — A.
About the same time I was called I heard a two-blast whistle from the Storstad.
. 1449. Q. Did you hear any whistles from the Empress? — A. No.

1450. Q. Now Captain, when you put your engines full speed astern, did you
►blow any whistles ? — A. I told the third officer to blow three blasts, which he did. He
was standing by the compass and the whistle.

1451. Q. When the vessels actually came together, Captain, what was the force
•of the blow as you felt it on your bridge? — A. I hardly felt it at all.

1452. Q. Did you lose your balance? — A. No, not the slightest.

1453. Q. How did the jar compare with the ordinary jar when a vessel is docking
and swinging up against the pier? — A. I think you get just as big a jar getting up

ralongside a dock. Of course, that will mostly be on the side and we will feel the jar
more.

By Chief Justice McLeod:

1454. Q. Would the jar be greater upon your vessel if you were standing still and
the Empress came down across the bow of your vessel, or if you were going at eight or
ten miles an hour .... which would give the greatest jar? — A. I think that would
"be about the same.

1455. Q. No matter whether you were full speed ahead or not? — A. She is so heavy
when she is loaded that she will ha\e quite an impact before we feel it much amidships.

By Mr Haight:

1456. Q. Now, Captain, as near as you can estimate from the time you first saw
the Empress until she went across your bow, what would you say was her speed. . . .1
realize you cannot be accurate, but give such judgment as you can? — A. I should say
eight to ten miles, or something like that, but I cannot say exactly.

1457. Q. And what do you think was your speed .... you have indicated on
Exhibit 4 a certain forward movement of your ship . . . 'now, if she was going eight
or ten miles per hour, wThat speed do you think you were going? — A. I say that I
looked at the water when I came out and I thought my ship was stopped. When I
•came out I went right out to the rail and looked at the water, and I thought my ship
"was stopped, but the speed might have been one or two miles an hour at that time.

1458. Q. Now you have indicated on Exhibit No. 4 of the Storstad about a little
less than half a length forward movement of the Storstad and about a length and a half
forward movement of the Empress to bring the two vessels together. Is that as near
as you can estimate the relative speed of the two vessels? — A. It is.

1459. Q. Now from your observation are you able to testify positively that the
Empress was moving ahead? — A. Positively.

1460. Q. You have heard Captain Kendall's testimony to the effect that his vessel
was absolutely dead in the water and had been so for a matter of some minutes? —
A. I have.

1461. Does that cause you to change your opinion as to the relative movements of
the vessels? — A. Not the least.

ANDERSEN.

92 MARIXE AXD FISHERIES

5 GEORGE V., A. 1915

14G2. Q. When the vessels came together what was the immediate effect on both
of the contact? — A. The effect was that they came together and parted, her stern to
our bow, they swung about parallel.

1463. Q. Will you be good enough to take the two models and indicate the relative
positions of the two vessels as the Empress cleared your bows? — A. I will.

1464. Q. Will you please mark with a pencil around the models as you have them
on the paper, thus making a diagram of the position of the two vessels as the Empress
cleared your bow? — A. Yes, I have done so.

1465. Q. That diagram will be filed as Exhibit No. 6 for the Storstad?—A. Yes.

1466. Q. What change, if any, had taken place in your heading from the time the
vessels came together until they assumed the positions shown in the diagram which
has just been filed as Exhibit 6 of the Storstad?—A. I couldn't exactly say, because
it was a few minutes later when I looked at the compass, and then we were going full
speed ahead, and when I looked again it was headed somewhere about north, north or
north-west, or something like that.

1477. Q. Well, had the impact altered your course in either direction, and if so,
in which? — A. It turned the bow over to the northwards, to the starboard.

1478. Q. And as well as you could estimate it, your course having been approx-
imately west by south originally, or west, how much do you think your heading was
swung to starboard as the result of the momentum of the Empress? — A. About eight
points. I looked a little after and it might have turned a little farther than when the
ship was in contact.

1479. Q. What was your immediate manoeuvre so far as your engines and helm
were concerned, just after the vessels cleared each other? — A. I stopped my engines at
the very moment the vessels cleared.

1480. Q. And why did you do that?— A. To stand by and see how things were
looking.

1481. Q. To see if you were going to float? — A. Yes.

1482. Q. And after that, Captain, what was the next order to your engines ? — A.
Slow ahead.

1483. Q. And your wheel?— A. Port helm.

1484. Q. What were you intending to do then? — A. To get near the shore if it
proved the ship would sink, to beach her in case she would sink.

By Chief Justice McLeod:

1485. Q. Could you see the damage done to the Empress? — A. It was too dark,
I couldn't see.

By Mr. Haight:

1486. How long was it after you had stopped the engines before you ordered
them ahead with a view of getting close to the shore? — A. That I couldn't say, but it
was just a matter of perhaps a minute or so.

1487. Q. Now when you made up your mind that you would work in towards the
shore, which was the quicker way to head, under a port wheel or a starboard wheel?
— A. It would be quicker with a port wheel, I considered.

1488. Q. Now, just before the vessels touched, did you hear any hail from the
Empress, Captain Andersen? — A. I did.

1489. Q. What did you hear? — A. I heard someone shouting ' Don't go astern.'

1490. Q. How much space do you think intervened between your stem and the side
of the Empress when the hail was heard ? — A. It was very close, her bow was starting
across my ship.

1491. Her bow had started to cross your course? — A. Yes, her bow had entered
my bow over to the other side.

ANDERSEN.

EMPRESS OF IRELAND— STORSTAD COLLISION 93

SESSIONAL PAPER No. 21b

1492. Q. I understand- you mean that her bow had crossed your course, but the
vessels had not touched? — A. No, they were not in contact.

By Lord Mersey:

1493. Q. Still the hail that you heard from the Empress meant to keep her in the
hole you were just going to make? — A. That is what I understood.

By Mr. Haight:

1494. Q. Did you hear the hail more than once ? — A. A couple of times.

1495. Q. And what did you do ? — A. As soon as the ships were in contact I put her
full speed ahead, and I sung out " The ship is going full speed ahead."

By Sir Adolphe Routhier:

1496. Q. That was to keep her in the hole? — A. That was just when the ships came
in contact. ,

1497. Q. And your idea was to keep the stem of your ship in the hole in the side of
the Empress? — A. Yes.

By Mr. Haight:

1498. Q. As I understand Captain Kendall's evidence, he hailed you and told you
not to go astern, or to go ahead, and keep in the wound, but he heard no reply from
your bridge at all? — A. I did reply, but I did not have a megaphone in my hand so it
might be he did not hear it, I can't say as to that, but the people on board my ship
heard it.

1499. Q. At any rate, Captain, your engines were put full speed ahead? — A. Yes.

1500. Q. As quickly as you could do it, at the instant of contact? — A. Yes.

1501. Q. Could you have done anything more to keep your bow in the wound? —
A. I could not.

1502. Q. When the Empress disappeared into the fog did you blow any whistles to
lier ? — A. I blew continuously, but I didn't hear any answer.

1503. Q. Did you know at that time that she was hurt more than you were? — A.
No, I thought at that time that the Empress was leaving us.

1504. Judging from the heading of your vessel, what do you think the heading of
the Empress was when the two vessels came into contact ? — A. That I couldn't exactly
say, but I should think it would be about north or north-east or something like that.

1505. Q. Is it in your judgment possible that she was at the time of collision
heading north 72 east magnetic? — A. Impossible.

1506. Q. Now what did you do with reference to manning your boats and the pro-
tection of your own ship and the saving of lives ? — A. Immediately after the collision I
sent the mate forward to sound the cargo-hold to see if she was making water.

By Lord Mersey:

1507. Q. Before we leave the question of the course of the vessels, I would like to
ask this question, what would be the correct course of the Empress if she was putting
•out to sea? — A. As a rule, I myself keep north-east, a north-east course from Father
Point until I got out well clear of the shore.

1508. Q. Are you suggesting she was not being properly navigated to get out to
sea? — A. That I couldn't say. I wouldn't have done it.

1509. Q. You wouldn't have done it?— A. No.

1510. Q. Isn't that the course the steamers always take going out to sea from
Father Point ? — A. That is up to the judgment of the different captains. I think some
go closer and some farther out.

1511. Q. What do you think her course ought to be if she was going out to sea? I
haven't heard it suggested yet that there was anything wrong in the course she took? —
A. I don't think the course was much wrong.

ANDERSEN.

94 MARINE AND FISHERIES

5 GEORGE V., A. 1915

1512. Q. Then you think it was a right course? — A. I think it was a right course
if there were no ships in the road.

1513. Q. Then she was on the course on which she ought to be put to get out to
sea ? — A. I think she could steer that course.

1514. Q. Do you suggest that she changed that course? — A. That is what I
believe, and that is what she must have done.

1515. Q. What do you suggest that she changed it for? — A. That is a thing 1
cannot say, but I might think when the fog set in the ship was trying to get farther
out in clear weather, thought the weather might be clearer out there than along the
shore.

By Chief Justice McLeod:

1516. Q. Farther off shore, you mean ? — A. Yes.

By Sir Adolphe Routhier:

1517. Q. Do you suggest that her first course was a crossing course ? — A. The first
course must have been a crossing course.

By Mr. Haight :

1518. Q. Now, please tell us what you did about ordering your boats cleared? —
A. Immediately after the collision I ordered the mate forward to sound the tanks, and
the third mate I sent to call all hands on deck to man the lifeboats and get them outr
and I blew the whistle myself.

1519. Q. Now, when did you first get the idea as to where the Empress had gone ? —
A. That is when I heard a hailing from the passengers or crew of the Empress.

1520. Q. Now, at that time had you turned your vessel about on the port wheel? —
A. I had turned my vessel about on the port helm until a little to the east of Father
Point light.

1521. Q. You were headed in shore a little to the east of Father Point light, is that
what I am to understand ? — A. Yes.

1522. Q. And you say you heard what ? — A. I heard cries on my port bows from the
passengers. At first I didn't know what it was, it was like one sound.

1523. Q. What did you do then to get down to the Empress? — A. I hauled the ship
back for the Empress.

1524. Q. Under what wheel? — A. On the starboard wheel.

1525. Q. And you put your engines which way? — A. Slow ahead.

1526. Q. Swinging her head off from shore? — A. Yes, towards the Empress.

1527. Q. And how close did you get to the Empress! — A. I got about a ship
length and a half way, and put the engines full speed astern, and turned her arounpl
astern towards the Empress.

1528. Q. And did you back up then? — A. I backed up as near the Empress until
some one sung out from aft "Don't 'go any closer."

1529. Q. That was the Chief Officer?— A. I heard afterwards it was the Chief
Officer, but at the time I couldn't tell who it was.

1530. Q. And then you stopped the engines? — A. Yes.

1531. Q. Captain Kendall's impression is that the vessels were a half or three-
quarters of a mile apart while the passengers were being picked up and transferred
from the water to the Storstadf — A. We were so near that a passenger from the
Empress could swim around to the Storstad. We saw them swim right up to our
stern I saw them myself.

1532. Q. Did you yourself see the outline of the Empress just before she sank?
—A. I did.

1533. Q. Do you know which way she was listing? — A. As far as I could see, she
was listing hard over to starboard.

1534. Q. And which way was she heading with reference to the land?— A. Her

bow was heading out from the land.

ANDERSEN.

EMPRESS OF IRELAND— STORSTAD COLLISION 95

SESSIONAL PAPER No. 21b

1535. Q. Now, roughly speaking, how many trips did your boats make, and how
many people were brought in to the Storstad by your boats? — A. I know one of my
boats made three trips, and the others two, whether they made any more I can't say.

1536. Q. Do you know approximately how many survivors were brought aboard
by your boats? — A. That I couldn't say.

1537. Q. Did your boats keep going until they were able to find nothing but dead
bodies?— A. They did.

1538. Q. Now, did you have any discussion with any of the boats of the Empress
as to their continuing the work?— A. After one boat was empty, a big collapsible boat
of the Empress, they had all left, and I sung out to send out the boats and get off
again and save more people, and some one down below shouted that she was too heavy,.
and they wouldn't go.

1539. Q. You didn't know who shouted? — A. No, I didn't know who shouted.

1540. Q. What did you order done? — A. I ordered my men to get some one down
'in the boat and get off.

1541. Q. And did that boat make another trip? — A. It did.

1542. Q. Manned entirely by your men ? — A. Yes, manned entirely by my men.

1543. Q. Do you know how many people they picked up in that boat? — A. That
I heard, but I can't remember.

1544. Q. Did you see anything in connection with the partial manning of another
of the boats of the Empress? — A. No, I didn't see that.

1545. Q. How was the water at the time of the collision and the rescue? — A. It
was calm and smooth.

1546. Q. No wind at all to speak of? — A. Hardly any.

1547. Q. Now just say in a word or two Captain, what you did to alleviate as far
as you could the sufferings of the people who were brought aboard? — A. We did every-
thing we could. We gave what we had on board as far as clothes and other things are
concerned. We did all we could to assist the people.

1548. Q. Many people were without clothes? — A. They were mostly all in their
night dresses.

1549. Q. And what did you furnish them with in the way of clothing? — A. They
got my own clothes as well as my wife's clothes, and what we had in the cabin, and so
did our officers and crewT give away what they could.

1550. Q. I have heard it stated that even curtains and tablecloths were used as
clothing? — A. Yes, everything that could be used.

1551. Q. And what was done in the way of furnishing them with spirits? — A.
They got everything we had.

1552. Q. I understand that most of the people that were in the water went down
into the engine-room? — A. Well, all the people that could walk, and I suppose most of
the crew from the Empress went down into the 'engine-room.

1553. Q. Were there a number that came aboard so exhausted that they had to be
lifted and carried? — A. Yes, there were.

1554. Q. Where were they taken? — A. Some were taken to the cabin and some
to the officers' quarters.

1555. Now, Captain, I wish to ask you a few questions about your ship....
what is the dead weight capacity of your ship? — A. 3,561 tons. . . .oh, the dead weight,
excuse me, that is 10,885 tons.

1556. Q. Her net tonnage? — A. Yes.

1557. Q, And her gross?— A. 6,028 tons.

1558. Q. And she carries how much? — A. 10,885 tons.

1559. Q. Is that without deduction for engine-room space? — A. Yes.

1560. Q. What are her dimensions, length, breadth and depth of hull? — A. Her
length is 452 feet, breadth, 58-2, and depth, I can't remember that exactly, but thirty
some odd feet.

ANDERSEN.

96 MARINE AND FISHERIES

5 GEORGE V., A. 1915

.15G1. Q. What is her speed — both loaded and light? — A. Her speed loaded is 10
knots, that is what we usually travel.

1562. Q. That is full speed?— A. Yes.

1563. Q. And in ballast?— A. Twelve knots about.

1564. Q. In proper trim? — A. Yes.

1565. Q. That is about the best she can do when trimmed for her best speed? —
A. Well, we might do a little more by forcing her, but as a rule we don't do any
more.

1566. Q. Approximately, when you are loaded, what is your speed when under an
order of half speed, and what on slow? — A. Half speed would be about six or seven
miles, seven miles let us say, and slow usually four or five miles — about four miles
an hour.

1567. Q. Loaded as you were, Captain, was there any sign of a rebound when
your vessel touched the Empress? — A. There couldn't be.

1568. Q. Had you been going 10 knots with your full cargo of coal, and struck
the Empress about amidships, ,dc> you think it would have been possible for you to
have backed away at the instant of contact ? — A. If my ship had been going full speed
with the weight there was behind her, I think she would have gone right through the
Empress pretty near.

1569. Q. Have photographs been taken, Captain Andersen, showing the nature
and extent of the damage to your stem? — A. Yes.

1570. Q. Are these the photographs which I now show you? — A. Yes.

Mr. Haight. — I will ask that these photographs be marked as Exhibits 7-A,
7-B, etc., for the Storstmd. My Lord, I have ordered extra copies of these photo-
graphs for the entire court, and hope that we shall have them here by to-morrow
night.

Lord Mersey. — That will do very well indeed.

Cross-examined by Mr. Aspinall.

1571. Q. Now, Captain, do you often meet fog in the St. Lawrence river? — A.
I have not been travelling the St. Lawrence for several years until this spring, and
I went one trip this spring previous to the last one.

1572. Q. But have you met fog, while trading in the St. Lawrence? — A. Five or
six years ago I was here as mate on another steamer.

1573. Q. And did you find it was a place where you often met with fog? — A. I
have several times met with fog in the St. Lawrence river.

1574. Q. And do you give any instructions to your officers what they are to do
if they are in dharge of the ship, and you are not on the bridge when there is fog? — ■
A. They have instructions to call me immediately if the weather is getting hazy or
foggy.

1575. Q. They have instructions to call you immediately if it is getting even
hazy? — A. Yes.

1576. Q. And that is a proper order to give, I suppose? — A. Yes.

1577. Q. In hazy weather or foggy weather you like to be on the bridge, Captain?
—A. Yes. i

1578. Q. In your opinion, Captain, was that order carried out on this occasion?
— A. Not to the full extent.

1579. Q. Was it carried out to any extent? — A. As far as I understand my ship
was just getting into the fog the minute he called me.

1580. Q. Looking backwards now, don't you think the officer ought to have called
you some ten to fifteen minutes before? — A. I don't think he was in fog ten to fifteen
minutes previous. I don't think he saw any fog ten or fifteen minutes previous.

Lord Mersey. — He said he did.

ANDERSEN.

EMPRESS OF IRELAND— STORSTAD COLLISION 97

SESSIONAL PAPER No. 21b

Witness. — He said he saw it over the land, but that is often seen on the land
especially in the morning on account of the dampness on the land, but there would be
none on the water.

By Mr. Aspinall:

1581. Q. Are you quite satisfied with his having called you when he did? — A. I
should have wished to have been called before. . . although I don't think it would have
made any difference.

5182. Q. Well now, when you did come up, it was about half a minute before this
collision took place? — A. About that, I can't say exactly.

1583. About thirty seconds before the collision? — A. About that, I can't say.
Time seems rather long when things like that are going to happen.

1584. Q. At any rate it was a very short time? — A. Yes.

1585. Q. And up to that time no one had seen fit to reverse the engines of the
Storstad? — A. I don't think they considered it to be necessary.

1586. Q. Possibly not, but they had not in fact, had they? — A. No.

1587. Q. You came up from below, and when you got up I have no doubt you found
you were then in thick fog? — A. We were in fog when I got up.

1588. Q. Thick? — A. It was very thick, but I have seen thicker.
.1589. Q. Possibly, but it was very thick? — A. Yes.

1590. Q. So thick that when you saw the lights of the Empress they were how far
off? — A. That is what I cannot tell exactly, but I said a ship length and a half or two
ship lengths.

1591. Q. You say you have seen worse fog, but it was thick? — A. It was thick, yes.

1592. Q. And the first thing you did when you came on deck and I have

no doubt properly. . . . was to go and reverse the engines ? — A The first thing I did.

1593. Q. Although you didn't even know when you got there that the vessel was
in that vicinity? — A. I don't think when I got up, until I saw the vessel

1594. Q. (Interrupting) But the first thing you did was to set your engines full
speed astern? — A. Yes.

1595. Q. Didn't you think it should have been done by the officer before? — A.
I don't think as long as the officer saw his red light on our port side.

1596. Q. But it was the first thing you did, although you did not see the vessel?
— A. When I saw that vessel crossing my bow.

1597. Q. At any rate, that is the first thing you did, ordered your engines full
speed astern?

By Lord Mersey:

1598. Q. If it had been done this calamity would not have occurred? — A. If
any one had thought the other ship was crossing our bow they would have done it.

By Sir Adolphe Routhier:

1599. Q. If it had been done what would have been the consequence? — A. In this
case, the consequence might have been that there would have been no collision.

By Mr. Aspinall:

1600. Q. You have told us that in this half minute you also had an opportunity
of looking over the side to see if your vessel was moving? — A. That was just the
minute I got out of my bunk.

1601. Q. (Interrupting) If you will pardon me, Captain, I think you anticipated
what I had in my mind, I had not completed my question? — A. I apologize.

1602. Q. What did you think I was going to ask you? — A. If I was looking over
the bridge.

1603. Q. I tell you what occurred to my mind, that in this very short space of time
you had the opportunity to reverse the engines, to look over the side, to see if you

ANDERSEN.

216—7-

98 MARINE AND FISHERIES

5 GEORGE V., A. 1915

were already stopped, and you had an opportunity to see the compass to see if you
were all right? — A. You will pardon me, I don't think I said that.

1604. Q. Did you not? I don't want to mislead you? — A. I said the minute I
got out of the door of my cabin I went right close to the rail like this here, and the
ship is about eight to twelve feet above the water there, and I can't help seeing the
water.

1605. Q. And very often we can't help seeing the water, but we don't look at it?
— A. I didn't specially, either.

1606. Q. You didn't look at it specially, either? — A. No.

1607. Q. I have no doubt you -look over the side of the ship often? — A. I don't
stop to look over the side to look at the water.

1608. Q. Then may we dismiss this then, and say that you did not look over the
side and say " my ship is stopped?" — A. I saw the water, and at the minute I was called
I heard the two whistles, and I knew the ship should be stopped.

1609. Q. Now, what about this peeping into the binnacle, did you have a look
there? — A. I got to the binnacle just the minute I saw the other ship.

1610. Q. And you have also told us you put her full speed astern? — A. I did.

1611. It is very important to your case that you should be stopped, isn't it? — A.
She might have been stopped, but I don't think it is very important?

1612. Isn't it?— A. I don't think so.

1613. And it is very important you should not be swinging under any helm, that is
very important ? — A. She should not be swinging.

1614. Q. That is very important to your case? — A. Yes.

1615. Q. Do you think you really had these opportunities of taking observation
of these things? — A. I think I had an opportunity of getting to the middle of the
bridge to see the compass. That is a thing I generally do.

1616. Q. When you came up your state of mind was this : You knew of no ship
is that vicinity? — A. I did not.

1617. Q. And according to your story you heard two long blasts sounded on your
whistle? — A. Yes.

1618. Q. That would tell you that your ship was stopped in the water ? — A. Yes.

1619. Q. If that was your state of mind, why did you at once ring full speed
astern ? — A. I did it when I saw the other ship.

1620. Q. Oh, I beg your pardon, you waited until you saw it? — A. That is what
you might call no time.

1621. Q. Now, the people on the bridge before you came up, if they had been
attending to the whistles of the other ship, whatever they were, ought to have appre-
ciated that she was getting very close ? — A. I don't think he had any reason to believe
she was getting close.

1622. Q. What is the reason for whistling in a fog unless it is to give information
as to where you are? — A. This is a little different, because when you have seen the
ship and know the course, and when you saw the ship alter her course and show port to
port, and the ship has been seen a few moments before, I think it is different.

1623. Q. I think what you mean to convey is this, that in view of the fact that
before the fog shut her out the people on your ship had seen her, that therefore they
were entitled to assume that she probably would pass safely port side to port side —
A. Exactly.

1624. Q. But if they had been using their ears they must have known that the
ship was quite close? — A. She couldn't come too close as long as they had seen her
port light a point and a half on our port bow.

1625. Q. But they are not seeing anything now, she is shut out by the fog? — A. But
there is no reason to believe she is going to alter her course to cross our bow, after she
had altered her course to avoid collision.

ANDERSEN.

EMPRESS OF IRELAND— STORSTAD COLLISION 99

SESSIONAL PAPER No. 21b

1626. Q. At any rate, your view is that your officer was entitled to say, it is all
right when she is going to pass us oaleiy port to port, and I need not trouble about her,
and that he need not call you, and need not reverse his engines ? — A. Exactly so.

1627. Q. And if he likes I suppose he might say I will give her a little more room
by porting my helm? — A. That is what I don't know, but he got the orders not to
change the course in fog unless absolutely necessary.

1628. Q. You gave him that order ? — A. It is a standing order.

1629. Q. It is a very dangerous thing to do, to change your course in a fog? —
A. Yes, it is.

Lord Mersey. — What is that?

Mr. Aspinall. — My Lord, he says he has given his officer a standing order not to
change his course in a fog unless absolutely necessary, and I asked him if it was a
dangerous thing to do and he said : yes, it was.

1630. Q. It is a constant cause of collisions, altering a course in a fog, is it not? —
A. A very dangerous thing.

By Lord Mersey :

1631. Q. And this is what the Empress did? — A. It seems like it.

1632. Q. That is what you thought, was it ? — A. I thought so.

By Mr. Aspinall:

1633. Q. What the Empress apparently did was this: having ported and got you
red to red, then for no reason that you can suggest, she starboarded — except possibly
she may have starboarded to get further from the land — but if the man on the bridge
of the Empress had remembered what he had seen shortly before, that you were on his
port bow, that would be a very risky thing to do, wouldn't it ? — A. I think so.

1634. Q. I agree with you. Now, having done that, what the Empress further does
is this, if her story be true, she blows two long blasts to tell you she is stopped — your
officer didn't hear them — whereas, in fact, she was going ahead. That was a remarkable
blunder for her to make, wasn't it ? — A. I think it was.

1635. Q. I agree. The last blunder, if your story be right, is this: that having
some five or six minutes before blown you a three-blast signal, which is later repeated;,
which would signify she was going astern, yet in fact when she comes in sight she is
going eight to ten knots. That is an extraordinary blunder to make, isn't it ? — A. To
my mind it is.

1636. Q. I agree. And these are the three matters which you rely upon as charges
of negligence against this vessel? — A. What I rely upon is just what I have seen. I
saw the hull and lights, three .or four points on my port bow. That is all that I have
seen.

1637. Q. But Captain, you will agree with me that that is not quite all, because if
you port your helm you may have her three or four points on your port bow? — A. I
saw the compass myself. I can't tell to an eighth of a point or anything like that.

1638. Q. But apart from the fact that you saw the compass, you might have
brought her on her port bow by porting your helm? Of course, if your compass says
you did not alter the course, I agree — but just for a moment let us leave out your look
at the compass — if you have ported your helm that would bring her three points on
your port bow, would it not ? — A. If the Storstad ported her helm that could bring her
farther over on the port bow.

1639. Q. These are the three main charges of negligence you have against the
Empress, are they not — that seems to be the outcome of the evidence? — A. That
is so.

1640. Q. And can you give an explanation which commends itself to you for any
one of these blunders that you allege were made by the Empress? — A. I cannot.

ANDERSEN.

2iz>— n\

100 MARINE AND FISHERIES

5 GEORGE V., A. 1915

1641. Q. Well, there is a matter that I do wish to challenge: you say you put
your engines ahead, full ahead, for the purpose of keeping into the wound? — A. Yes.

1642. Q. Are you sure you gave that order? — A. I am absolutely sure. I answered
the hail from the Empress and gave the order.

1643. Q. And how long did you go on ? — A. That was just moments.

1644. Q. You did that for moments? — A. Yes, she got out of the hole so very
rapidly, there was hardly time to think about anything.

1645. Q. Well, Captain, if you did it only for moments, do you think it ever had
any effect on the ship? — A. I don't think it could have much effect on the ship.

1646. Q. Then you think this momentary going ahead had practically no effect?
—A. No.

1647. Q. When you hit her, had your stern-way any effect on your ship? —
A. I think it might have had a little. Of course, it takes a second to get the engines
started.

1648. Q. Your view is that when you struck her there was forward-way on the
Empress, and your ship had stern-way upon her, that not only were your engines
reversing astern, but your ship was slightly moving astern? — A. No, I don't believe
that.

1649. Q. You think your ship had still some headway upon her? — A. I think so.

1650. Q. Your case is, and I have no doubt you are right, that after the collision
you did all you could to save life? — A. I did everything possible.

1651. Q. You say you did everything possible? — A. I did.

Mr. Aspinall. — Speaking for myself, I do not wish to suggest the contrary.

By Mr. Newcombe:

1652. Q. Just one question, Captain, my learned friend put it to you that when
you came up on deck you were in thick fog and immediately reversed, and you assented
to that?— A. Yes.

1653. Q. Do I understand that you reversed or gave the order to reverse before or
after you saw the lights of the Empress? — A. After I saw the lights.

1654. Q. Was it on account of the fog or by reason of seeing the lights of the
Empress that you gave the order to reverse? — A. By reason of seeing the lights of
the other ship.

1655. Q. Are you able to give the number of people you took on board from the
Empress? — A. I am not. The pilot was there, and he was counting while they went
over on to the Lady Evelyn.

1656. Q. Who? — A. The pilot was on board my ship at that time.

1657. Q. The pilot?— A. Yes.

1658. Q. He was on board when you took the survivors off the boats? — A. No,
not when I took them on board my ship, but when they went on board the Lady
Evelyn, the pilot came on board then I think.

1659. Q. Oh, the pilot came out on the Lady Evelyn, and that was some time
after the collision? — A. Yes.

1160. Q. And you say he knows how many? — A. He counted 338, I think, but I
was told that a lot of people went over besides what were counted.

1661. Q. And he has a record of that? — A. He has a record of the people he
counted, yes.

By Mr. Gibsone:

1662. Q. Captain Andersen, is the Storstad a British ship?— A. She is a British-
built ship owned by Norwegian people.

1663. Q. Is she marked with the Plimsoll mark? — A. She is marked with the
Norwegian Veritas mark which corresponds to the Plimsoll mark.

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EMPRESS OF IRELAND— STORSTAD COLLISION 101

SESSIONAL PAPER No. 21b

1664. Q. When she is loaded, was she drawing more water than allowed by the
Veritas mark ? — A. She was not. She was by a few inches at the time we left the dock
at Sydney, on account of us having water on board to feed the boilers, but that was
used up immediately we started and got out.

1665. Q. Is she provided with steam steering gear, Captain? — A. Yes, she is.

1666. Q. Was that in working order at the time of the collision? — A. It was in
good iorder.

1667. Q. Was it working — I mean, was it actually being worked at the time of
this accident? — A. I don't understand.

By Lord Mersey:

1668. Q. Were you making use of it? — A. No, I was not, not until after the
collision.

1669. Q. Not until after the collision ?— A. No.

By Mr. Gibsone:

1670. Q. So that the vessel at that time was being steered altogether by hand?
—A. She was steered all the time by steam.

1671. Q. But the chief officer told us that having ordered the helm to be put to
port and then afterwards 'hard-a-port, he instructed the third officer to help to put
the helm over? — A. Perhaps the third officer watched the compass, and did it, that
is lively, but it doesn't need more than one man to turn the helm.

1672. Q. What I want to get at is if the vessel was then being steered by steam
it could scarcely be said to be necessary to have the third officer help to put the vessel
over? — A. That is not necessary.

1673. Q. From the fact that the vessel carried so much dead weight was she very
hard to steer? — A. She is not very hard to steer when she has way on her.

1674. Q. The suggestion I make is to ask you whether she was not very hard to
steer owing to the very great weight she was carrying, in other words if she was not
really overloaded? — A. She was not overloaded. We had 10,320 tons in her, and from
that there is one per cent.

1675. Q. What freeboard did you have? — A. That I can't exactly remember, but
it would be four feet and some odd inches.

1676. Q. So that her steering capacity was normal at the time? — A. It was
normal.

1677. Q. What is the number of seamen on board her? — A. The number of the
crew, all told, is a fixed number of 33, but on this trip here we usually carried more,
and we had 36 or 38.

1678. Q. How many deckhands had you? — A. We had 14 including officers.

1679. Q. Apart from the officers, how many had you? — A. 11 I think.

1680. Q. Is eleven the right number? — A. Yes.

1681. Q. How many were on watch at the time this accident happened? — A. Five.

1682. Q. What were they? — A. Two officers, a quartermaster, a lookout, and one
sailor.

1683. Q. How many men on the lookout? — A. One.

1684. Q. This sailor?— A. Yes.

1685. Q. Where was he placed? — A. On the stem.

1686. Q. On the forecastle head? — A. Yes, on the forecastle head.

1687. Q. Now with regard to the ship's boat of the Empress that you referred
fto, can you tell us whether that was a collapsible boat or not? — A. It was a collap-
sible boat as far as I could see, a big broad flat boat.

1688. Q. From where you were standing were you in a position to tell how many
members of the crew of that boat were passengers? — A. No, I could not.

1689. Q. My instructions are that I am to ask you if it is not the case that that
boat is the collapsible boat which was filled with passengers entirely, with the excep-

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102 MARINE AND FISHERIES

5 GEORGE V., A. 1915

^tion of one member of the crew of the Empress, namely, a purser ?— A. No, this is not
the boat.

1690. Q. Are you quite sure of that?— A. I am quite sure of that. My own crew
"went in that.

1691. Q. I am not saying that your crew did not go into that too, but I am saying
that when someone in the boat called out to you to furnish it with men, the only one

of the crew of the Empress that was in that boat at all was one of the pursers? A.

That I couldn't say.

1692. Q. My instructions are, and I wish to ask you to enlighten the Court on
the point as to whether it is not a fact that that boat had on board no sailors or firemen
or seamen of any kind except the purser or one of the pursers, and that it was this
purser who called out to you to furnish that boat with a crew, which you did? — A. There
was no one asked me to furnish it with a crew, the boat I am referring to.

1693. Q. Well you told us of a boat that you did furnish with a crew? — A. Yes,
one boat.

1694. Q. And that was a collapsible boat? — A. Yes.

1695. Q. Isn't that the one as far as you can know, that had on board only one
of the pursers and no other members of the crew of the Empress? — A. That is a thing
I don't know. When the boat came alongside, it landed just below my bridge, and I
was looking right down on it, and there was some one with brass buttons, but I don't
know who they were, nor I don't know how many.

1696. Q. Did that happen with regard to any other collapsible boat? — A. Not that
I know of.

1697. Q. So that there was only one collapsible boat on which you furnished a
crew? — A. That is what I saw myself.

1698. Q. Was the Storstad surveyed at any Canadian port? — A. The boilers were
inspected at Sydney.

1699. Q. Had the hull been inspected? — A. The hull was not inspected.

1700. Q. The hull was not inspected? — A. No, we got permission to go on account
of the inspector being somewhere else.

1701. Q. And that is still to be done? — A. Yes, it is to be done.

1702. Q. When were the boilers inspected?

Lord Mersey.— What has all this to do with the case? What does it matter, Mr.
Gibsone, whether the boilers were inspected or not?

Mr Gibsone. — Well my Lord, that is the only question that I wish to ask, but I
will withdraw it if your Lordship wishes.

Lord Mersey. — I don't think it has any relevancy to the case.

At this point the Commission rose and adjourned until half-past two of the clock
in the afternoon.

The Commission resumed at 2.30 p.m.

Examination of Captain Andersen resumed:

By Mr. Haight:

1703. Q. You stated on your direct examination, Capt. Andersen, this morning,
that there were standing orders that you should be called in case of a fog. I omitted
to ask if there were any orders as to when you should be called in the event of no fog
occurring ? — A. I gave orders when I went below to be called six miles before the ship
reached Father Point to take on the pilot.

1704. Q. Did you give any orders as to the course which should be followed to
Father Point in reference to the vicinity of the shore? — A. Yes, sir, I did. When I

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EMPRESS OF IRELAND— STORST AD COLLISION 103

SESSIONAL PAPER No. 21b

went below we were off Matane and I gave orders to keep 45 miles off shore and not to
get nearer.

1705. Q. And to call you when you were about six miles from Father Point ? — A.
Six miles from Father Point.

1706. Q. You have stated on your cross-examination that it is very dangerous
to change your course in a fog. Do you mean that that is the general rule ? — A. That
is the general rule.

1707. Q. Why is it dangerous? — A. The danger is that it might mislead the other
ship — the approaching ship.

1708. Q. You were asked on your cross-examination whether porting your wheel
would not have brought the Empress on to your port bow. If the Empress had origin-
ally been two, three or four points on your starboard bow A. Impossible.

1709. Q. Wait till I finish the question — your porting your wheel would have
brought the Empress on the port bow where you saw her unless your course had been
changed a great deal? — A. We saw the Empress on the port bow.

1710. Q. But in answer to a question on cross-examination you did say that the
porting of your wheel might have brought the Empress off two or three points on your
port bow. That would depend, would it not, upon where the Empress was when you
began to port? — A. Of course.

1711. Q. If she had been approaching you green to green and had got to within
two or three lengths of you, is it your judgment that any portion of the wheel would
have brought the Empress to the position in which you first saw her when she loomed
up in the fog? — A. If she had time enough to swing sufficient she might have.

1712. Q. How much would she have swung? — A. If she was four points on our
starboard she would have swung eight points, or something like that; I cannot say
exactly.

1713. Q. You stated that you used the steam steering gear after the collision? —
A. Yes.

1714. Q. Will you explain what you. meant by that? — A. We always use the steam
steering gear on the ship.

1715. Q. You use it when you turn your wheel ? — A. Yes, always.

1716. Q. If your wheel is not turned the steam engine is not set in motion? — A.
The wheel is connected with the engine.

1717. Q. From the time you left Sydney until you reached Montreal, was there
any time at which your steering gear was out of order? — A. No.

Lord Mersey. — What is the meaning of the question?

Mr. Haight. — I understand Mr. Gibsone's idea was that perhaps we had navigated
with hand gear before the collision.

Lord Mersey. — I had thought of the suggestion and I had rather thought that the
answer indicated that, at some time or other, hand gear was being used on the steam-
boat.

Mr. Haight. — The Captain was a little too technical and thus gave the idea that
he had not used the steam gear, when the idea that he desired to convey was that there
had been no change at that particular time.

By Mr. Haight:

1718. Q. Was there any hand gear ever used in connection with the accident or
before or after? — A. Hand gear has not been used since the ship has been built unless
to see that it was in order and that in port. We always use the steam gear.

1719. Q. The suggestion was made that possibly you were overloaded and for that
reason your boat steered less promptly than she would under other circumstances ? How
often, since you have been in command, have you carried dead weight cargoes and been
loaded up to your marks ? — A. I have had several hundreds.

ANDERSEN.

104 MARINE AXD FISHERIES

5 GEORGE V., A. 1915

1720. Q. In the present trade you always load a full cargo? — A. We always do and
the ship steered all right after the collision up the river.

1721. Q. While you were making this complete circle and manoeuvring to get up
as close to the Empress as you dared to save the lives of the passengers, did you have
any difficulty in handling the vessel? — A. Not the least.

Witness retired.

Lord Mersey. — Who is to be the next witness?

Mr. Newcombe. — I think my learned friend will call the first officer of the Empress.
Our Norwegian interpreter has not arrived and I am afraid we cannot call another
witness from the Storstad to-day.

Lord Mersey. — They all speak Norwegian?

Mr. Newtcombe. — They speak English very imperfectly and they prefer to testify
in their own language.

Edward Jones, 1st officer, Empress of Ireland, sworn.

Mr. Aspinall. — In regard to this and other witnesses, I do not propose to go into
any minute detail beyond getting the story which they have to tell.
Lord Mersey. — I think you are quite right.

By Mr. Aspinall:

1722. Q. Were you the first officer on the Empress of Ireland? — A. Yes, sir.

1723. Q. You hold a master's certificate? — A. Yes, sir.

1724. Q. Have you been for three and a half years with the Canadian Pacific Rail-
way Company?— A. Yes, sir.

1725. Q. Did you keep watch on this occasion from twelve o'clock ? — A. Yes, sir.

1726. Q. Twelve to four?— A. Yes, sir.

1727. Q. When you came on deck was the weather clear? — A. Yes, sir.

1728. Q. Did you find the Captain on the bridge? — A. Yes, sir, and the pilot.

1729. Q. Were you above Bic at that time? — A. Yes, above Bic.

1730. Did you pass through some fog ? — A. Between Bic and Father Point.

1731. Q. On that occasion when you passed through that fog did you reduce your
speed and blow your whistles for fog? — A. Yes.

1732. Q. Having got through it did you proceed on ? — A. Yes.

1733. Q. Do you remember after you had dropped your pilot your vessel being put
on a course of north 47 east magnetic? — A. North 47 east.

1734. Q. When you proceeded on did you see anything of Cock Point buoy? —
A. Yes, sir.

1735. Q. Was it reported?— A. Yes.

1736. Q. Where from? — A. From the crow's nest.

1737. Q. Did you see anything of the Storstad?— A. Yes.

1738. Q. What did you see ?— A. Two mast head lights.

1739. Q. Were they reported?— A. Yes.

1740. Q. At what distance about? — A. About six miles.

1741. Q. How did you judge it to bear? — A. About four points on the starboard
bow.

1742. Q. Shortly after this did your master alter the course? — A. Yes.

1743. Q. What to?— A. North 76 east by compass.

1744. Q. About two points of alteration? — A. Yes.

1745. Q. How did that bring these two masthead lights? — A. About a point or a
point and a half on the starboard bow.

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EMPRESS OF IRELAND— STORSTAD COLLISION 105

SESSIONAL PAPER No. 21b

1746. Q. Did you travel on on that course? — A. Yes.

1747. Q. Shortly after that, as you proceeded on, did you see fog coming off land ? —
A. Yes, coming off the south shore.

1748. Q. Did you eventually run into it ? — A. Yes.

1749. Q. Before you ran into it did you still see the Storstad? — A. Yes.

1750. Q. On which bow? — A. The starboard bow.

1751. Q. After the fog had come on and you had run into it, did the master do
anything? — A. Yes.

1752. Q. What? — A. He reversed the engines.

1753. Q. Who was working the telegraph? — A. I was.

1754. Q. That was your duty?— A. Yes.

1755. Q. What did you do? — A. I went from full ahead to full astern.

1756. Q. You are sure about that? — A. Yes.

1757. Q. Did you hear whether a blast was blown by the ship? — A. Three short
blasts.

1758. Q. When you heard the whistle was the other ship coming on? — A. Yes.

1759. Q. It is difficult to locate it absolutely in the fog but where did you judge
*hat to be? — A. On the starboard bow.

1760. Q. Was your whistle sounded again? — A. Yes sir.

1761. Q. How?— A. Three short blasts.

1762. Q. Did you still see the Storstad advancing? — A. Yes.

1763. Q. After that time did you blow any more blasts? — A. Yes.

1764. Q. What were the blasts? — A. Two long blasts.

1765. Q. What would that mean? — A. That the ship was stopped in the water.

1766. Q. Did you see whether your Captain did anything to ascertain if she was
stopped? — A. I saw him look over the side of the bridge.

1767. Q. Did he leave the bridge and go elsewhere £--A. Yes, he went to the
upper bridge.

1768. Q. What he did I suppose you do not know? — A. I do not know.

1769. Q. Did you still continue to hear the blasts of the Storstad coming on? —
A. Yes sir.

1770. Q. After a time did you see anything? — A. I saw her two masts.

1771. Q. I have not asked in detail in regard to these whistles but I suppose the
broadening was keeping the same bearing? — A. I could not say very well.

1772. Q. At the time you saw her what did you see of her? — A. The masthead
light.

1773. Q. Nothing more?— A. No.

1774. Q. You did not notice anything? — A. No.

1775. Q. How close was she to you then? — A. About 100 feet.

1776. Q. How was she bearing? — A. Seven points on the starboard bow.

By Lord Mersey:

1777. Q. At that time had your ship headway or was she stopped ? — A. Stopped.

1778. Q. What do you say in regard to the Storstad; had she headway or not? —
A. She must have.

1779. Q. Did you see anything? — A. No, sir.

1780. Q. What is your answer? That you do not know? — A. I do not know.

1781. Q. You do not know what?— A. I could not say whether she had headway
or was absolutely stopped, sir.

By Mr. Aspinall:

1782. Q. Where were you standing at this time? — A. By the telegraph.

1783. Q. Would that enable you to see the whole of the Storstad? — A. No ,sir.
By Lord Mersey :

1784. Q. Do you mean to say that your engines were not working? — A. Yes, sir.

JONES.

106 MARINE AND FISHERIES

5 GEORGE V., A. 1915

1785. Q. I thought you said that you did not know whether she was making head'
way or not? — A. That was the Storstad.

1786. I am asking you about your ship; your engines were not working? — A.
No, sir.

By Mr. Aspinall:

1787. Q. You were stopped?— A. Yes.
By Lord Mersey:

1788. Q. Are you sure about that? — A. Yes, sir, quite sure.

1789. Q. Is there anybody connected with your steamer who has suggested that
you were moving ? — A.

£y Sir Adolphe Routiner:

1790. Q. Did you look at the water?— A. I did not.
By Lord Mersey:

1791. Q. Your captain says he did? — A. Yes, sir, I saw him looking over the side
of the bridge.

1792. Q. By the sound of the engines, are you able to tell us that the engines were
not revolving? — A. Yes, sir.

By Mr. Aspinall:

1793. Q. Can you tell that from the bridge? — A. Yes, there is an indicator on
the bridge.

1794. Q. Apart from the indicator, is there a tremor of the ship which enables
you to tell?— A. Yes.

1795. Q. You tell us that you could not say whether the Storstad had headway
or not after you saw her lights? — A. Yes.

1796. Q. Could you see the whole of the Storstad? — A. No, sir.

1797. Q. You would not have an opportunity of judging in regard to her? — A.
No, sir.

1798. Q. But she came on and hit you? — A. Yes.

1799. Q. I think we agreed as to where she struck you. When she struck you,
or thereabouts, did you get any order from the captain? — A. Yes.

1800. Q. What was the order? — A. Go and see about getting the boats out.

1801. Q. You tell me that you saw your Captain once go up to the upper bridge?
—A. Yes.

1802. Q. Did I e do that more than once ? — A. Twice.

1803. Q. And '/he order was to get out the boats? What did you do? — A. I took
my top coat off and went along the boat deck.

1804. Q. On which side? — A. The starboard side. Just when I had got to No.
3 boat the siren went.

1805. Q. Your siren?— A. Yes, sir.

1806. Q. Did it give you any information? — A. Yes.

1807. Q. What?— All hands to the boats.

1808. Q. Did they respond? — A. As I proceeded along they were coming up the
companion.

1809. Q. ' They ' were the crew ?— A. Yes, sir.

1810. Q. Did they go to the boats ?— A. .They did.

1811. Q. How many boats did you succeed in getting away from the ship? — A.
Myself — three.

By Lord Mersey: m

1812. Q. On which side?— A. The starboard side.

1813. Q. There were none got away from the port side? — A. Not as far as I
know.

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EMPRESS OF IRELAND— STORSTAD COLLISION 107

SESSIONAL PAPER No. 21b

By Mr. Aspinall :

1814. Q. Could you tell the numbers of the boats that you got away? — A. Nos.
1, 3 and 5.

1815. Q. Do you know whether any other boats got away? Do you know
whether Nos. 9 and 11 got away? — A. I could not say whether they got clear of the
-davits.

1816. Q. Do you remember the ship turning over? — A. Yes.

1817. Q. What happened to you? — A. I was working- at No. 1 boat and that went
.away from the davits with the falls. No. 3' got away clear and 5 clear. Then I
went along to No. 7 and I was working around No. 7 boat and the list became so
much now that we could not stand on the decks without getting hold of something.
I slid to the water.

1818. Q. When you got in the water what next happened to you? — A. I was trying
to get clear of the ropes and tackles that were floating around and I was picked up by
one of the boats.

1819. Q. One of your own ship's boats? — A. Yes.

1820. Q. Which boat?— A. They told me afterwards that it was No. 9; I did not
know myself.

1821. Q. Were there any of the ship's crew on the boat? — A. There were.

1822. Q. How many? — A. I could not say.

1823. Q. Were there any passengers in it? — A. They were all mixed up; I could
not say.

1824. Q. What happened to the boat; what was done? — A. We got it filled up and
went to the Storstad.

1825. Q. Then did you put the passengers out on the Storstad? — A. We did.

1826. Q. What did you do after that? — A. We went back again.

1827. Q. In the same boat?— A. Yes.

1828. Q. Did you take charge of this boat? — A. I did.

1829. Q. Did you save any people on the return? — A. We did; we saved eight ladies
and three or four men.

1830. Q. How comes it that you did not save more on that occasion ? — A. We could
not see any distance. These we left on the Eureka.

1831. Q. Having taken that lot to the Eureka what did you do next ? — A. We went
back again.

1832. Q. The third trip?— A. The third time.

1833. Q. On this third occasion did you succeed in saving any more people? —
A.. No, sir, only four corpses, which we towed alongside of the Lady Evelyn.

1834. Q. But you saved nobody ? — A. No, sir.

1835. Q. What did you do after that? — A. The Captain of the Lady Evelyn told
me to come aboard, that he was going alongside the Storstad.

1836. Did you go on board? — A. Yes

1837. Did you remain on board? — A. I did.

1838. Q. What steamer brought you to the shore? — A. The Lady Evelyn.

1839. You left the Storstad? — A. I was not aboard the Storstad.

1840. Q. You remained in your boat? — A. Yes, and went on board the Lady
Evelyn.

1841. Q. And you were taken where? — A. To Eimouski.

Cross-examined by Mr. Haight:

1842. Q. How long have you been on the Canadian Pacific Railway steamers?
— A. Three and a half years.

1843. Q. During that time you have been running continuously from Montreal?
— A. Montreal and St. John.

1844. Q. You were the second mate in the order of rank? — A. Yes, sir.

JONES.

103 MARINE AND FISHERIES

5 GEORGE V., A. 1915

1845. Q. You have made a large number of trips from Montreal ? — A. Yes, but not
in the Empress of Ireland.

1846. Q. But in other steamers of the line? — A. I have, sir.

Q. Usually after you have dropped your pilot at Father Point, when does the
master leave the bridge in command of the mate? — A. When he gets his course off
Cock Point buoy when the weather is clear.

1847. Q. The steamer drops her pilot and then starts out into the river? — A.
Yes, sir.

1848. Q. And as soon as you have ported your wheel to approximately North 72
East magnetic the master considers that his vessel has started on the voyage and if
everything seems all right he goes below? — A. Yes, if the weather is clear.

1849. Q. When you left Father Point light on the occasion of the collision was the
weather clear? — A. Yes, sir.

1850. Q. When you ported your wheel and took the course of North 72 East
magnetic was the weather still clear? — A. That is at Cock Point buoy?

1851. Q. When you actually changed your course with a portwheel was the
weather clear? — A. It was clear, sir.

1852. Q. Under ordinary conditions then it would have been quite the proper
and quite the ordinary course for the master to go below? — A. That is all up to the
Captain.

1853. Q. That would have been the ordinary procedure? — A. Yes, sir.

1854. Q. From the time you dropped your pilot did Captain Kendall never leave
the bridge except to go to the upper bridge? — A. No, sir.

1855. Q. When you went into the fog, Mr. Jones, and heard the whistle blown
by the Storstad, about how much did that sound on your starboard bow as well as
you could roughly estimate? — A. About two points.

1856. Q. Did they at any time before the Storstad came into view sound to you
much more than two points? — A. I could not say.

1857. Q. Did you notice any very radical change in the direction from which the
sound of the whistle came? — A. Not very much.

1858. Q. When you first saw the lights of the Storstad she was bearing, as I
understand you, about four points on your starboard bow and she was then six miles
or more away? — A. Yes, sir.

1859. Q. When your course was changed she was bearing less on your starboard
bow?— A. Yes.

1860. Q. When you first saw her you were on your course to carry you out towards
the centre of the river? — A. Yes, sir, about five miles from Little Metis.

1861. Q. When you first saw the masthead lights of the Storstad did you see which
way the range was opened ? — A. They were nearly in a line when I first saw them.

1862. Q. You understood that she was a steamer bound up the St. Lawrence river?

—A. Yes.

1863. Q. You understood also that you had her on your starboard hand? — A. Yes,

sir.

1864. Q. And having her four points on your starboard you were steering a course

to cross her ? — A. Yes.

1865. Q. Up to the time the fog set in she was still bearing on your starboard
bow? — A. She was.

1866. Q. And in the difference between the time that the fog set in and the time
you first saw her she was not as much on your starboard bow as she had been before you
ported? — A. No, sir.

1867. Q. As far as you could see, therefore, the vessels were still in a starboard
hand position when the fog shut you out ? — A. Yes.

1868. Q. Had you been in command of the Empress, Mr. Jones, would you not have
considered that the starboard hand rule required you to port to bring the lights of the

JONES.

EMPRESS OF IRELAND— STORST AD COLLISION 109

SESSIONAL PAPER Mo. 21b

Storstad on to your port bow and show her your red to her red? — A. That all depends
on the distance away.

1869. Q. Taking the actual distance she was away when the fog shut her in, when
you had her still on your starboard bow in a crossing position, would you not have
considered that Rules 19 and 22 called upon you to port show red to red and pass under
her stern ? — A. Not the way she was bearing, sir.

1870. Q. That would have been absolutely safe manoeuvring, would it not? —
A. No, sir.

1871. Q. Why not ? — A. Because it might be green to green.

1872. Q. In answer to the direct examination you have not referred to the fact that
you saw any coloured lights from the Storstad? — A. No, sir.

1873. Q. When did you first see the coloured light of the Storstad? — A. I did not
see the coloured lights.

1874. Q. Then you do not know if it were green to green except by your conclu-
sion from some other fact? — A. I could have told by the two masthead lights that she
would be showing her green light.

By Lord Mersey :

1875. Q. Where were you ? — A. On the bridge.

1876. Q. I do not understand why you did not see the green light? — A. I did not
see it. I could only see the two masthead lights.

By Sir Adolphe Routhier:

1877. Q. But not the green light? — A. No, sir.

By Lord Mersey :

1878. Could you have seen the green light if you had looked? — A. I could with
the binocular.

1879. Q. You did not see it?— A. No.

By Mr. Haight:

1880. Q. Did you see any other light when you used your binoculars? — A. I saw
the two masthead lights.

1881. Q. You saw no side lights at all? — A. No, sir.

By Lord Mersey :

1882. Q. At what distance was this? — A. About four miles.

By Mr. Haight :

1883. Q. As I understand you, when you first saw the Storstad she was about
six miles away from you? — A. Yes, sir

1883. Q. When you think she was showing you her green light she was about four
miles away? — A. Four miles approximately.

1884. Q. The combined speed of the two vessels had brought you two miles closer
together? — A. Yes, sir.

1885. Q. What speed do you think you were making at that time? — A. About 17.

1886. Q. What course were you on when you saw her white masthead lights ? — A.
North 50 East.

1887. Q. That is North 47 magnetic?— A. North 47 magnetic.

1888. Q. Were you still on that course when you made up your mind to make
green to green or had you ported? — A. No, sir, we were North 76 East by compass.

1889. Q. How long was it before you used your binoculars to see if you could see
a coloured light after you had ported your wheel and changed your course? — A. Just
after we had altered our course.

JONES.

110 MARINE AND FISHERIES

5 GEORGE V., A. 1915

1890. Assuming that you left the pilot station, or dropped your pilot and started,
ahead again, at 1.20, how long do you think it was after that that you saw the mast-
head lights of the Storstad? — A. About 18 minutes.

1891. Q. How many minutes after you saw it before you ported your wheel? — A..
Between two and three minutes.

By Chief Justice McLeod:

1892. Q. After you saw the light ?— A. Yes, sir.

By Mr. Haight:

1893. Q. How much time elapsed between your first signal of three whistles and.
the second signal of three whistles ? — A. From Father Point, sir.

1894. Q. No, sir; you blew a signal of three whistles? — A. We did, sir.

1895. Q. Or some such proceeding after you had reversed your engines? — A. Yes-
sir.

1896. Q. Then you subsequently blew a second signal of three whistles? — A. Yes.

1897. Q. How many moments elapsed between these two signals? — A. Two
minutes.

1898. Q. Did you make any precise observation of that? — A. No, just judging
the time.

1899. Q. How long from the first signal of three whistles blown was it that you
lost sight of the Storstad? — A. We could see her masthead lights very dim.

1900. Q. You got an order from Captain Kendall to put your engines full speed
astern while the lights of the Storstad were still visible? — A. Yes sir.

1901. Q. How far do you think she was away from you at that time? — A. Be-
tween three and four miles.

1902. Q. She was bearing how much on your starboard bow ? — A. I could not say
the exact bearing but it was on the starboard bow.

1903. Q. A point or two?— A. Two or three.

By Chief Justice McLeod:

1904. Q. Was there any danger of a collision? — A. No sir.

By Mr. Haight:

1905. Q. When you have a vessel three or four miles away from you, bearing two-
or three points on your starboard bow, and you still see her lights, is it not a rather
unusual manoeuvre to put your engines full speed astern? — A. No sir.

1906. Q. Why, with four miles of water between you, and a vessel three points
on your starboard bow, do you put your engines full speed astern? — A. To take the
way off the ship and navigate with caution.

1907. Q. You knew that there was no other vessel but the Storstad in your
vicinity? — A. No sir; we did not see any.

1908. Q. But you looked ?— A. Yes sir.

1909. Q. As you came out from Father Point the horizon was clear and the
Storstad was the only ship in view; is that so? — A. Yes, sir.

1910. Q. If you have only one ship to consider and her lights are still visible,
have you ever before in your experience put your engines full speed astern? — A. I
never have been before in that predicament.

By Lord Mersey :

1911. Q. You were four miles apart; isn't that so? — A. Yes, sir.

1912. Q. With this ship on your starboard bow? — A. Yes.

1913. Q. Four miles, you say. Now, will you tell me why it was that you reversed
your engines? — A. Fog was coming on, sir, and to take the way off the ship.

1914. Q. There was only one ship in sight? — A. Yes.

JONES.

EMPRESS OF IRELAND— ST ORST AD COLLISION 11 1

SESSIONAL PAPER No. 21b

1915. Q. Was the object, then, to comply with the rules? — A. Yes, sir.

1916. Q. Which rule?— A. Kule 15, sir.

1917. Q. You mean Rule 16 :—

" Every vessel shall^ in a fog, mist, falling snow or heavy rain storms, go at
a moderate speed, having careful regard to the existing circumstances and con-
ditions."

That feally did not require you to stop? — A. No, sir.

1918. Q. (Beading)—

" A steam vessel hearing, apparently forward of her beam, the fog signal of
a vessel the position of which is not ascertained, shall, so far as the circum-
stances of the case admit, stop her engines, and then navigate with caution
until danger of collision is over."
I suppose you had ascertained the position of the Storstadl — A. Yes, sir.

1919. Q. This rule did not require you to stop? Were you reversing your engines
in order to moderate your speed? — A. Moderate the speed.

By Sir Adolphe Routhier:

1920. Q. Did you consider that there was then any danger of collision? — A. Nor
sir.

By Mr. Haight:

1921. Q. As I read this, Mr. Jones, it speaks of a steam vessel hearing a fog
signal of another forward on her beam; that really applies and is intended to apply-
to vessels which are heard through a fog but which have not been previously seen and
whose position is not known. Is that not so?

Lord Mersey. — Do you put your question again.

By Mr. Haight:

1922. Q. The rule, as I understand it, applies where vessels are heard in a fog
before they have been seen, and where you hear the whistle of another vessel approach-
ing bearing forward on the beam. Am I not correct ?

Lord Mersey. — You must not ask him to interpret the rules. That is not what
the rule says, you know.

Mr. Haight. — He refers to this particular rule as his justification.

Lord Mersey. — The last part of the rule is not limited at all to cases where there
are other ships visible, or where other ships would be sighted. Every vessel shall in a
fog, go at a moderate speed. That is what it says. Then the second part says. ' A
steam vessel hearing apparently forward of her beam the fog signal of a vessel the
position of which is not ascertained,' so and so. There are two parts to that rule; it
was under the first part apparently that he was acting.

By Mr. Haight:

1923. Q. Is there anything in the rules as you understand them which calls upon
a vessel to do more than come down to a moderate speed? Is there anything that sug-
gests that you must back until your vessel is dead in the water and becomes absolutely
inert and motionless ? — A. Yes, sir.

1924. Q. What is that? — A. That is to ascertain the position of the other ship
before I have any headway on my own ship.

Lord Mersey. — What is that? — A. To take the way off my own ship and then
ascertain the position of the other ship.

By Sir Adolphe Routhier:

1925. Q. And had you ascertained the position of the other ship ? — A. No, we could
not see her lights.

JONES.

112 MARINE AND FISHERIES

5 GEORGE V., A. 1915

1926. Q. Then it was the second part of the rule that was being complied with? —
A. Yes, sir.

1927. Q. Did you not anticipate that she would, as required by the rules, hold her
course? — A. I could not say, sir.

1928. Q. I am speaking about you. So far as you were concerned, did you see
anything to indicate that the Storstad as a starboard hand boat, would not maintain
her course? — A. No, sir.

1929. Q. Do you know of any reason why a change in her course slfould have
been anticipated ? — A. I could not say, except she was too far in shore and coming out.

1930. Q. How far do you think she was off shore when you first sighted her? — A. 1
could not say, sir.

1931. Q. She was four or five miles, wasn't she? — A. She might have been.

1932. Q. So there was no reason to assume that she would be afraid of the shore
if it was four miles away? — A. I could not judge what distance from the shore she was.

1933. Q. The depth of water runs right in close to the land, does it not ? — A. Yes,
until it gets up to Cock Point buoy.

1931. Q. If the Storstad was three points on your starboard bow and four miles
away and the vessels were showing green to green, can you state approximately how far
apart the vessels ought to have cleared? — A. No, sir.

1932. Q. It would be something over a mile and a half, wouldn't it? — A. I could
not give it to you.

1933. Q. Is it usual when you put your engines astern to moderate your speed,
to keep them going until you have absolutely lost control of your ship? — A. Yes, sir.

1934. Q. If you adopted that manoeuvre, with the vessel on your starboard side,
and you are on crossing courses, the inevitable result would be that you would stop
dead in the water directly ahead of her? — A. On this particular point we were not a
crossing ship; we passed the bearing.

By Lord Mersey:

1935. Q. You would cease to be crossing ships? — A. Yes, sir.

By Mr. Haight:

1936. Q. Having passed and having got the vessels into the green to green posi-
tion, you still think it was ordinary navigation to put your engines full speed astern?
■ — A. We were supposed to be in opposite courses.

1937. Q. After the second signal of three whistles was blown, how long was it
before you blew the signal of two whistles? — A. Immediately the captain looked
over the side he stopped the engines and then he gave two long blasts on the whistle.

1938. Q". That does not help me exactly on the particular point I am interested
in now. How long was it between the second signal of three whistles and the first
signal of two whistles? — A. A matter of a few seconds. Oh, the first; it would be
about two and a half seconds.

1939. Q. That is the first you blew, three whistles? — A. Yes, sir.

1940. Q. Two minutes later you blew three whistles again? — A. Yes, sir.

1941. Q. Two minutes and a half later you blew A. No, sir, a few seconds

later.

1942. Q. So that when you blew your second signal of three whistles you think
your vessel was nearly stopped? — A. She was, sir.

1943. Q. How long do you think you remained motionless in the water before
you saw the Storstad come out of the fog? — A. She was stationary while I was on the
bridge.

1944. Q. How long, Mr. Jones? — A. It must have been five or six minutes.
194f£ Q. You have told me that you ran, you think, about 17 minutes north 47

east. How long do you think you ran north 72 east? — A. Seventeen minutes on
north 50 east?

JONES.

EMPRESS OF IRELAND— STORSTAD COLLISION 113

SESSIONAL PAPER No. 21b

1946.; Q. Am I wrong? Plow long did yon run north 47 east? — A. Eighteen
minutes.

1947. Q. How long did you run full speed ahead, north 72 east? — A. Three or
four minutes.

1948. Q. After that three or four minutes that you ran full speed ahead, you
went full speed astern until your vessel was dead in the water? — A. She was, sir.

1949. Q. And from that time until the collision, your vessel remained dead in the
water? — A. Yes, sir.

1950. Q. You have stated that when the two vessels came into view, you could not
see whether the Storstad was moving or not? — A. Could not see, sir.

1951. Q. On wThich side of the bridge were you standing at that time? — A. Star-
board side, sir.

1952. Q. How near the end of the bridge? Close to the rail? — A. No, sir, about
half way in.

1953. Q. Where was Captain Kendall standing? — A. At the time, just a little to
the right of me.

1954. Q. How many feet away from you? — A. A matter of three or four feet.
1954|. Q. So that you had the same opportunity for seeing the Storstad that he

had. — A. No, sir, I was a little abaft of him, standing by the telegraph.

1955. Q. Could you see the entire stem of the Storstad? — A. No, sir.

1956. Q. How much did you see of her? — A. I could not see any.
1-957. Q. What did you see ? — A. The masthead lights.

1958. Q. 100 feet away?— A. About 100 feet.

1959. Q. Was it so thick you could not see the outline of her at all? — A. It must
have been.

1960. Q. You could see the water over your starboard side? — A. No sir.

1961. Q. Why not?— A. I did not look.

1962. Q. Were you in a position where the water was visible or did your deck line
shut it out? — A. The screen around the bridge was about 4 feet high.

1963. Q. The height of the screen or canvass around your bridge is how much
from the deck? — A. The front part would be between 4 and 5 feet.

1964. Q. What about the side? — A. The side is about three feet on the after end
of the bridge.

1965. Q. How many feet do you think you were inside of the actual range? —
A. Twenty feet.

1966. Q. And Captain Kendall was about 17 feet? — A. About.

1967. Q. You didn't see any bow wave as the Storstad approached did you? — A.
No, sir.

1968. Q. Did you hear Captain Kendall hail the approach of the Storstad?—
A. I did, sir.

1969. Q. Did you hear the answer? — A. No, sir.

1970. Q. How did the vessels appear to you to swing after they came together? —
A. I could not see, sir; I was working at the boats.

1971. Q. Did you leave the bridge before the instant of contact or after? — A.
I did, sir, before.

1972. Q. And you came down the starboard side of the bridge? — A. I came along
the starboard side of the bridge.

1973. Q. Was the point forward or aft of the boats on which you were working?
— A. Abaft, sir.

1974. Q. How close to the bridge is No. 1 boat? — A. It is a matter of a few feet.

1975. Q. Did you leave Captain Kendall on the bridge? — A. I left him on the
bridge with the junior officer.

1976. Q. What did you do first when you came down to the boats ? Did you go to
No. 1 first? — A. No, sir; I came along the deck and whilst I was there, just opposite

JONES.

21b— S

114 MARINE AND FISHERIES

5 GEORGE V., A. 1915-

No. 3 boat, the Storstad had collided, then I came along by No. 5 boat where the com-
panion is for the men to come up. Then we went off to No. 1 and started swinging-
the boats.

1977. Q. It only took a matter of a few seconds?— -A. Well, not very long.

1978. Q. Did you go down the deck? — A. Yes.

1979. Q. You went as fast as you could? — A. Yes.

1980. Q. What did you have to do in order to get the boats out? — A. Take the
gripes off.

1981. Q. Did you release the gripes on No. 1? — A. One of them; yes, sir.

1982. Q. And the other men released the other? — A. Yes.

1983. Q. Did you and your men release the gripes on No. 2? — A. I did not my-
self, but my men did.

1984. Q. Did you say your men released the gripes on No. 5? — A. No, sir.

1985. Q. Do you know who did release those gripes? — A. I could not say.

1986. Q. Where were you when No. 5 was being got ready? — A. I was working
forward with No. 1 boat.

1987. Q. Did you say your men released the gripes on Nos. 1 and 3 ? — A. One and
three, yes.

1988. Q. Did you see Captain Kendall releasing gripes? — A. I did not know who
was who. I was not looking for anybody; I was trying to get the boats out.

1989. Q. At least, so far as you were concerned, you know that you and your
men released the gripes on 1 and 3? — A. One and three.

1990. Q. He did not release those gripes, anyhow? — A. Not them, no, sir.
Lord Mersey. — Does this matter affect you, the Storstad?

Mr. Haight.— Only, my Lord, as it goes to credibility.

Lord Mersey. — Credibility ?

Mr. Haight. — I understand Captain Kendall's story to be that he himself left his
bridge and released all the gripes.

Lord Mersey. — I did not know that ; whether or not that is so, does this particular
point go to credibility ?

Mr. Haight. — The last two questions do, my Lord.

By Mr. Haight :

1991. Q. Mr. Jones, will you tell me what rule authorizes the use of a three whistle
signal in a fog? — A. Sixteen.

1992. Q. Sixteen does not refer to any signals. As I see the rules, 15 is headed i.
1 Sound signals for fog.' Twenty-eight gives sound signals for vessels in sight of one
another. It seems to me that a signal of three whistles blown when a vessel has head-
way in a fog does not give the information that fog signals are supposed to give.

Lord Mersey. — It does not, unfortunately.

Mr. Haight. — It does not give any at all, my Lord, and I thought Mr. Jones would
be helpful if he would indicate if there is any place in his rules

Lord Mersey. — Three short blasts mean : My engine is going full speed astern.

Mr. Haight. — And by the rules, they are to be blown, my Lord, when vessels are in
sight of one another.

Lord Mersey. — They are blown when vessels are in sight of one another, but
suppose they are blown when vessels have been in sight and after they are obliterated by
the fog ; what harm does it do ?

Mr. Haight. — It seems to me that as long as a vessel is under way she should be
blowing a running whistle.

Lord Mersey. — What do you mean by ' running ' ?

JONES.

EMPRESS OF IRELAND— STORST AD COLLISION 115

SESSIONAL PAPER No. 21b

Mr. Haight. — One long blast which indicates : I have way through the water.

Lord Mersey. — But supposing she is going astern.

Mr. Haight. — You mean, supposing her engines are going astern?

Lord Mersey. — Yes. How is she to indicate that circumstance, which may be of
considerable importance, except by blowing three short blasts ?

Mr. Haight. — In the rule as it reads it is not specifically provided, but I should say,
my Lord, that if a man wants to tell approaching vessels: I have started my engines
going full speed astern, but my headway is still 12 or 14 knots, he should blow three
blasts, followed immediately by a running whistle, to say : My engines are going astern.

Lord Mersey. — Have you heard of that being done?

Mr. Haight. — I do not recollect ; I know of no rule.

Lord Mersey. — You are advising now a new signal ?

Mr. Haight. — I am not intending to advise a new signal ; I am intending

Lord Mersey. — Can you find this signal which ought, you say, to consist of three
short blasts and then a running whistle ?

Mr. Haight. — It may be your Lordship's province to suggest an amendment of
the rules, but my intention was to call attention merely to the fact that the signal of
three whistles is specifically stated by the rules as they now stand before amendment
as applying only when vessels are in sight.

Lord Mersey. — But this poor young fellow in the box can deal only with rules
that are in existence; rules that may be devised he knows nothing about.

By Mr. Haight:

1993. Q. How long have you been second senior officer on' the Empress? — A. One
voyage, sir.

1994. Q. Was this the first voyage, you mean? — A. It was, sir.

1995. Q. Then you had joined the Empress for the first time when she left
Quebec on this voyage? — A. No, sir, I was two voyages second officer.

1996. Q. That is, third in seniority ?— A. Yes.

1997. Q. The two voyages immediately preceding? — A. Yes, sir.

1998. Q. And this was the first voyage that you had made second in seniority
among the officers ? — A. It was, sir.

1999. Q. How long have you held a master's certificate? — A. Twelve years, sir.

2000. Q. During the three years or more that you have been on the C.P.E. boats,
Mr. Jones, can you now recall any other occasion on which your engines have been
put to full speed astern, when the vessel was four miles away, green to green, and there
points on your starboard bow ? — A. I have not been in that predicament before.

2001. Q. Do you remember any occasion on which the engines have been put full
speed astern and a vessel four miles away, no matter how she bore? — A. No, sir, not
before.

By Mr. Newcombe:

2002. Q. Mr. Jones, when you went up to the northward from Father Point
on the course north 47 east, it was on that course that you observed the head lights of
the Storstad approaching from down river? — A. It was.

2003. Q. They were nearly in line, I think you said? — A. Yes, sir.

2004. Q. You would have a very broad bearing with the Storstad in crossing
her? — A. Yes, sir.

2005. Q. Five points perhaps? — A. Yes, sir.

2006. Q. You already crossed and got considerably to the northward of her
course before you changed to north 76 east ? — A. Yes, sir.

2007. Q. In those conditions the Storstad could have never seen your red light?
— A. No, sir.

JQNES..

216— 8*

116 MARINE AND FISHERIES

5 GEORGE V., A. 1915

2008. Q. Absolutely never?— A. No, sir.

2009. Q. Now then, you have been in court and heard the testimony of the Nor-
wegian witnesses? — A. Yes, sir.

2010. Q. After going northward of the Sforstads course, when you changed to
north 76* east, did you .have any trouble to put your ship on that course?— A. None
whatever, sir. ., , ,

2011. Q. Are yon prepared to say that she did not go to the southward ot that
course at any time before she took the course?— A. No sir.

2012. Q. You think she did not wobble at all?— A. No sir.

2013. Q. You say she did not have to sheer round?— A. No sir.

2014. Q. Of course yon were looking at the Storstad? You used your glasses?—

A. I did, sir. ' , . , ,

2015 Q Apparently, if I understand Captain Kendall's evidence, he was able
to see coloured lights that you were not able to see?— A. I did not see them, sir.

2016. Q. Now, did you go on the Empress at the same time that Captain Kendall
did? A. No sir, not the same time as Captain Kendall.

2017. Q. He has been longer on the steamer than you?— A. No, he has only one

"^2018. Q. You have been with him during the whole time he was on the Empress?
—A. Just one voyage, yes sir. , . , - -. t -, »

2019. Q. What do you say about the distance within which, from a speed ot l(
knots, you can stop your ship going under reversed helm ?— A. Two minutes, sir. I

saw it tried. . „ .

2020. Q. And in the space of two ship's lengths, as Captain Kendall says .— A.

Oh yes, sir.

2021. Q. You saw that tried?— A. I saw that tried by Captain Murray, sir.
2022.' Q. Where abouts?— A. Off Point Lynas.

2023. Q. That is on the Welsh Coast, is it?— A. Yes sir.

2024. Q. What course were you going on at that time? What time of clay was
it when you tried that experiment ?— A. It was about between 12 and 1.

Lord Mersey.— Are we off Lynas now ?

Mr. Newcombe.— I was trying to test the question as to the space of time in which
he could stop.

By Mr. Newcombe:

2025 Q At all events, you say' that with fair conditions of wind- and tide, you
made a test there, and you found that you could stop in two minutes, in two ship's
lengths? — A. We did, sir.

2026. Q. Your intention and object in reversing, as I understand you, was to take
the way off the ship so as to stop in the fog?— A. It was, sir. _ (

2027. Q. You reversed and gave three whistles?— A. Yes, sir.

2028. Q. You waited two minutes? — A. Yes, sir.

2029 Q And you gave three whistles again?— A. Three whistles again.
2030.' Q. Your -ship should have been stopped when you gave the three whistles?
— A. Absolutely, sir. .

2031. Q. What did you do when you gave the last three whistles i— A. stopped, sir.

3032. Q. You are satisfied you didn't go astern?— A. No, sir. >

2033. Q. Do you know anything about the wireless call after the -collision *— A.

>? 2034. Q. Do you know anything about the closing of the bulkhead doors?— A.

' 2035. Q. About the closing of the ports?— A. No, sir.
2036. Q. The discipline on board after the accident; was it good i— A. It was
good, sir. jones.

EMPRESS OF IRELAND— STORSTAD COLLISION 1*1,7

SESSIONAL PAPER No. 21b

2037. Q. You have no complaint to make about that? — A. None_ whatever, sir.

2038. Q. Can you give any explanation as to why the vessel sank so quickly? —
A. It must have been the terrible

Lord Mersey. — I think, Mr. Newcombe, that I can.

Mr. NewOOMBE. — Well, if your Lordship is 'satisfied.
By Mr. Haight:

2089. Q. Mr. Jones, will you be good enough to take a chart and indicate on it
the course of the Empress from the time she left Father Point, the positions in which
you first saw the lights of the Storstad, the position, so far as you can give it, of the
Storstad when the lights were shut out by the fog, and your position at the time of
the collision?

Lord Mersey. — Do you not think it would be better to recall Captain Kendall
and ask him to do that? I do not know, you know; I am simply suggesting it to
you?

Mr. Haight. — If your Lordship has no objection I should like this officer to do it.

Lord Mersey. — Certainly; you shall have both if you like.

Mr. Haight. — Perhaps he could do that after his other examination has been
concluded.

Lord Mersey — I think that would be better. Let us finish his viva voce examina-
tion; then he shall go down and mark on the chart the movements of the two vessels.

Mr. Haight. — The movements of both vessels up to the point of contact, and the
direction from which the contact comes.

Lord Mersey. — According to his story, of course.

Mr. Haight. — Precisely, as he saw it.
By Mr. Gibsone:

2040. Q. When you were on the boat deck removing the gripes from the boats,
did you see any passengers on that deck ? — A. No, sir, I wouldn't know anyhow.

2041. Q. I am speaking about the starboard side of the boat deck? — A. Yes.

2042. Q. Did you see any passengers then? — A. I wouldn't know them if they
were.

2043. Q. Would you not be able to distinguish between the crew and passengers?
— A. Not at night. It was dark.

2044. Q. Was there any confusion on the boat deck when the boats were being
swung out? — A. None whatever.

2045. Q. If you could not recognize the passengers you cannot say, I suppose,
whether the passengers were being attended to by the crew? — A. I couldn't say.

2046. Q. Did you notice if there were any passengers on the port side? — A. I was
not on the port side.

2047. Q. You couldn't see across? — A. No.

By Lord Mersey:

2048. Q. Do you wish to re-examine this witness, Mr. Aspinall?
Mr. Aspinall. — No, my Lord.

Lord Mersey. — Mr. Haight asked for something to be done on the chart. It
seems to me that if that is to be of any service to us it would be desirable for Captain
Kendall to take the chart, and for this witness to do the same, and also the other
man — I have forgotten his name, but the man who was on the bridge of the Storstad
— his name begins with a T — he should also take the chart and they should make,
not in conjunction but separately, a drawing on the chart of what they say the move-
ments of these two ships were from the time they first sighted each other up to the
time of the collision. That is, if in your opinion it is of importance.

JONES.

118 MARINE AND FISHERIES

5 GEORGE V., A. 1915

Mr. Aspinall. — I do not think it is. I have no doubt, however, that Captain
Kendall is in court and we will have three charts and have Captain Kendall make
one and Mr. Jones make one and Mr. Toftenes, the first officer of the Storstad, make
another, all separate.

My Lord, I am told we have bought out the shop of all the charts that are avail-
able in Quebec.

Lord Mersey. — The supply is exhausted.

Mr. Newcombe. — I have one here that you may have.

Lord Mersey. — Well, we should not let one man see what the other has done.

Mr. Aspinall. — And might I suggest, my Lord, that each man should do it alone,
without any assistance, though I would not suggest that anything improper would be
done on either side.

Lord Mersey. — Yes, each must do it alone — now how many charts have we in
court. We have one here, I believe.

Mr. Aspinall. — We have two, my Lord.

Lord Mersey. — And is two the whole stock in Quebec?

Mr. Aspinall. — I have one and my learned friend Mr. Newcombe has one.

Lord Mersey. — Mr. Haight, have you one?

Mr. Haight. — Mine is very much disfigured, my Lord, by a great many diagrams.

Lord Mersey. — Well, are there any blue or red pencils ? — A. Have you one of these
■charts, Mr. Newcombe?

Mr. Newcombe I have, my Lord.

Lord Mersey. — Captain Andersen knew nothing about it — he only came on the
"bridge a few seconds before the collision took place, so it would be useless to ask
him to do that. Now, is Captain Kendall in Court?

Captain Kendall. — Yes, my Lord.

Captain Kendall re-examined.

Lord Mersey. — Are you able on a chart to mark what you say was the course
of your ship ?

Captain Kendall. — Yes, my Lord.

Lord Mersey. — Will you be able to indicate what you think was the course of the
Storstad?

Captain Kendall. — Well, my Lord, the charts are on rather a small scale.

Lord Mersey. — Well, I have no doubt they are.

Captain Kendall. — They are too small to give a very exact location.

Lord Mersey. — What is the scale of these charts?

Mr. Aspinall. — Between four and five miles to the inch, my Lord, I believe.

Lord Mersey. — Now, Captain Kendall, will you take one of these charts and to
the best of your ability mark the course which you say your ship took?

Captain Kendall. — Yes, my Lord.

Lord Mersey. — Well, you had better take it and go into some room back there
and do it.

Captain Kendall. — Yes, my Lord.

Lord Mersey. — You had better take a coloured pencil for that — how long will it
take you to do it, Captain Kendall?

Captain Kendall. — A matter of five minutes at most.

KENDALL.

EMPRESS OF IRELAND— STORST AD COLLISION 119

•SESSIONAL PAPER Mo. 21b

Lord Mersey. — Then go and do it, and we will wait for you six or seven minutes,
and then when you come back we will send some one else. I hope you don't want all
the witnesses to do it, do you, Mr. Haight?

Mr. Haight. — My only request was that the second officer should do it.

Lord Mersey. — And you know that your man is to do it as well?

Mr. Haight.— Yes, my Lord.

Lord Mersey. — Who is your next witness?

Mr. Aspixall. — Our next witness will be John Carroll, the look-out on the Empress
■of Ireland.

John Carroll, able seaman, Empress of Ireland, sworn.

By Mr. Aspinall:

2049. Q. Were you serving as an A.B. on board the Empress of Ireland at the time
•of the collision? — A. Yes, sir.

2050. Q. How long have you been at sea ? — A- About thirty years, sir, off and on.

2051. Q. How old are you? — A. Well, I gave 48 when I was signing, sir, I don't
Jmow my proper age, sir.

2052. Q. You haven't got your eye on an old age pension? — A. Not yet, sir; after
a while, sir.

2053. Q. Well, now, were you in the 12 to 4 watch? — A. Yes, sir.

2054. Q. And did you go up at twelve? — A. Yes, sir, on deck.

2055. Q. And at first did you do some job of sweeping, and stand-by, and then at
two, that is four bells A. I relieved the look-out, sir.

2056. Q. And where did you go to keep the look-out? — A. Up in the crow's nest, sir.

2057. Q. And after you had got up in the crow's nest did you see anything of any
•.gas buoy or shore-light or anything of that sort?— A. I -saw a gas buoy, sir.

2058. Q. Do you know the name of it or not ? — A. No, sir, I don't know the name.

2059. Q. But you saw it? — A. I seen it.

2060. Q. Did you report it?— A. Yes, sir.

2061. Q. And after a time did a fog come on ? — A. Yes, sir.

2062. Q. Before it came on, did you see anything of the lights of the Storstad? —
A. Yes, sir.

2063. Q. You say you did ?— A. Yes, sir.

2064. Q. Well, what did you see, do you remember? — A. A masthead light, sir, a
ibright light?

2065. Q. Did you report it? — A. Yes, sir.

2066. Q. What did you do to report it ?— A. Struck one bell.

2067. Q. That means lights on the starboard bow? — A. Yes, sir.

2068. Q. And then the fog came along? — A. Yes, sir.

2069. Q. And did it shut out the lights ?— A. Yes, sir.

2070. Q. I dare say you heard some whistles? — A. Yes, sir, I heard one.

2071. Q. I don't want you to go through the whistles that you heard — my learned
"friend, Mr. Haight can ask you to do that, but there were whistles? — A. I beg your
pardon.

2072. Q. Were you hearing whistles ? — A. I heard one, sir.

2073. Q. Only one?— A. Yes, sir.

2074. Q. Did you see this vessel later on that you had a collision with? — A. Yes,

sir.

2075. Q. Was she close to you when you saw her ? — A. Yes, sir.

2076. Q. On which bow?— A. On the starboard bow.

2077. Q. She was on your starboard bow ? — A. Yes, sir.

2078. Q. Do you remember what you saw of her? — A. Yes, sir.

CARROLL*

120 MARINE AND FISHERIES

5 GEORGE V., A. 1915

2079. Q. What did you see? — A. I saw her masthead lights coming out of the
thick fog.

2080. Q. Was she close to ?— A. Yes, sir.
20S1. Q. And did she strike you ? — A. Yes, sir.

2082. Q. Do you remember what you did after she struck you ? — A. No, sir.

2083. Q. You don't?— A. No, sir.

2084. Q. What happened to you ? — A. I stopped in the crow's nest there a couple
of minutes after she struck.

2085. Q. You stopped in the crow's nest a couple of minutes after she struck? —
A. Yes, sir.

2086. Q. And what was the ship doing while you were up there? — A. She was
going right forward sir, three points on the starboard bow.

2087. Q. No, but what was your vessel doing? When you remained up in the
crow's nest? — A. She was standing still in the water, not a move out of her.

2088. Q. She was standing still in the water? — A. Yes, sir^

2089. Q. WTell I am obliged for that answer, but did she keep upright or did she
go either way after the collision? — A. She was taking a list.

2090. Q. Which way?— A. To starboard.

2091. Q. And how did you get out of the crow's nest after she took the list? — A.
I got on the ladder, and from the ladder I got on the forecastle-head.

2092. Q. And having got on the forecastle-head, what did you do next? — A. I ran
up on the boat deck, sir.

2093. Q. Which side?— A. The port side.

2094. Q. Were you able to do anything with the boats on the port side? — A. No,
sir, you couldn't stand there.

2095. Q. And what did you do after that? — A. I took off all my clothes, only my
pants, sir.

2096. Q. And what did you do next? — A. I made for the water.

2097. Q. Did you get there, into -the water? — A. Yes, sir.

2098. Q. And how were you saved? — A. Begorra, I couldn't tell you, sir. I was
picked up.

2099. Q. Were you picked up in a boat, or got on to some raft or what % — A. I was
picked up by some boat.

2100. Q. One of your own boats? — A". Yes, sir.

2101. Q. And where were you taken to? — A. To the Storstad.

2102. Q. And what did you do when your boat got to the Storstad? — A. Some-
one helped me aboard, sir.

2103. Q. Did you remain on the Storstad?— A. Yes, sir.

By Mr. Haight:

2104. Q. How soon after two bells were struck did you go into the crow's nest? —
A. I went into the crow's nest at four bells,

2106. Q. And relieved the other man? — A. Yes.

2107. Q. How far off do you think the white lights of the Storstad were when you
got into the crow's nest. . . . Did you see them at once or was it a few minutes after ?
— A. About a couple of minutes after sir.

2108. Q. That is, when you first stepped into the crow's nest and looked about the
horizon for the first time, you didn't see the white light? — A. No, sir; I saw nothing
then for about two or three minutes.

2109. Q. Had you been on deck any length of time before you went into the crow's
nest? — A. Yes, sir.

2110. Q. How long? — A. I was an hour.

2111. Q. Had you been on deck all that time? — A. Not on deck, I was sweeping
up the steerage deck.

CARROLL.

EMPRESS OF IRELAND— STORSTAD COLLISION 121

SESSIONAL PAPER No. 21b

2112. Q. How long had you been on the forward deck before you .went up the
ladder ? — A. I was two hours before I went up the ladder.

2113. Q. Actually on the forward deck, where you could look out over the water?
■ — A. I went into the forecastle after coming out of the steerage deck and stopped
there until four bells to relieve the look-out.

2114. Q. And you came out when four bells were rung? — A. Yes, sir. to relieve
the look-out.

2115. Q. How far off do you think the masthead lights of the Storstad were when
you first saw her and when you rang your report? — A. When I reported her first, sir?

2116. Q. Yes? — A. She was about six miles off, sir.

2117. Q. And she was then bearing how from your vessel ? — A. About three points
ofT the starboard bow.

2118. Q. You were heading out away from the shore then, were you ? — A. Yes, sir.

2119. Q. How long was it before you went into the crow's nest that the pilot went
over the side? — A. We were just landing the pilot when I went on the look-out, sir.

2120. Q. So that you were lying still in the water at Father Point discharging
your pilot when you went into the crow's nest? — A. Yes, sir.

2121. Q. And it was a couple of minutes after you got there that you saw the
lights of the Storstad six miles away? — A. Yes, sir, about six miles away.

2122. Q. Were you able to see the two masthead lights of the Storstad when you
first made them out, or was there just a blurred white light ? — A. I only seen one, sir.

2123. Q. And how long was it before her side lights were visible? — A. The fog
came on all of a sudden, sir.

2124. Q. Both masthead lights, I meant?— A. When I seen both the masthead
lights ?

2125. Q. Yes, you saw the masthead lights of the Storstad quite a little while
before the fog shut her out, did you not? — A. Sure I did, sir.

2126. Q. As I understood Mr. Jones' testimony, you ran about twenty-one or
twenty-two minutes from Father Point before the fog came on? Now did you not
see both masthead lights of the Storstad a few moments after you had seen her white
light as a single light, and before the fog shut in?— A. No, sir.

2127. Q. You did not?— A. No, sir.

2128. Q. How far away do you think the Storstad was when the fog shut orf her
light? — A. I think about six miles and a half.

2129. Q. Now, I don't want to have you get rattled at all, witness you

were about six miles from the Storstad when you first saw her white light? — A. Yes.

2130. Q. Now you ran eighteen or twenty minutes, according to Mr. Jones,
before the fog came on; during that time you were getting closer to the Storstad were
you not? — A. Yes, sir.

2131. Q. Well, did you not get close enough to her, before the fog shut in, so
that you could see both of her electric masthead lights? — A* No. sir, I didn't take
notice; I only reported the one.

2132. Q. You didn't wTatch the Storstad after you had reported it?— A. No, sir,
I didn't take notice of her after.

2133. Q. Well, didn't you see how she was bearing when the fog shut her out? —
A. No, sir.

2134. Q. I suppose you casually, at least, looked at the Storstad two or three
times after you first reported her, to see whether her bearings were changed ? — A. No,
sir, I didn't take notice.

2135. Q. Was there another ship at all around about you? — A. No, sir, not as I
seen.

2136. Q. How did you know when the fog shut the Storstad out if you never
looked at her from the time you first reported her, you were seeing her when the fog
shut her off, were you not ? — A. Yes.

CARROLL.

-1 22 MARINE AND FISHERIES

5 GEORGE V., A. 1915

2137. Q. Now how far away do you think she was when she did disappear into
the fog? — A. She was about four miles off.

2138. Q. At that time, couldn't you see both of her white masthead lights? — A.
No, sir, I didn't take much notice.

2139. Q. Now when the fog shut her out from view, did you hear the Empress

of Ireland blow a signal of one long blast? — A. Yes, no sir, it blew twice, three

long blasts each time.

By Lord Mersey:

2140. Q. Do you mean three long blasts? — A. Three short blasts.

2141. Q. Well is that the reason why you said three long blasts? — A. It was three
short blasts.

Lord Mersey. — Do you think you are going' to make much of this witness, Mr.
Haight?

Mr. Haight. — No, my Lord.

2142. Q. Carroll, is it not according to your recollection that you heard a
whistle, one long blast, from the Storstad, after the fog came on, and shut your
vessel out? — A. Yes, I heard one blast, sir, that is all I heard from her.

2143. Q. Now, wasn't that one blast from the Storstad when you first heard it in
answer to a signal of one long blast blown by the Empress? — A. I didn't hear the
Empress blow one long blast. I wasn't taking notice.

By Lord Mersey:

2144. Q. Isn't it your business in the crow's nest to take notice of whistles? —
A. Yes, sir, I was there.

2145. Q. Is it your business to do it? — A. Yes, sir.

2146. Q. As well as to look around and see what you can find with your eyes? —
A. Yes, your worship. / j |

By Sir Adolphe Routhier:

2147. Q. As a lookout you have to listen too? — A. Yes, sir.

By Lord Mersey:

2148. Q. And do you report the whistles you hear? — A. Yes, your worship.

By Mr. Haight:

2149. Q. When you saw the masthead lights of the Storstad coming out through
the fog, did you see two lights then ? — A. No, sir, I only seen the one.

By fjord Mersey:

2150. Q. That is just before the collision ?— A.

Mr. Haight — Yes, my Lord, just before the collision.

2151. Q. And that one bore about three points on your starboard bow? — A. Yes,
sir.

2152. Q. And did that one broaden off so that it was about amidships when the
vessels struck? — A. Abreast the starboard rigging, sir.

2153. Q. Could you see the masthead lights which first bore three points on your
starboard bow broaden out four points, five points, and go down along towards the
beam of your vessel? — A. Yes, sir.

2154. Q. Did you at any time, Carroll, see a coloured light on the Storstad? —
A. No, sir, I seen nothing but the masthead light, I couldn't see his hull. I seen
nothing but the masthead light.

2155. Q. Either refore the fog shut her out or after? — A. Or after, sir.

2156. O. You have spoken of reporting a gas buoy? — A. Yes.

CARROLL.

EMPRESS OF IRELAND— STORST AD COLLISION 123

SESSIONAL PAPER No. 21b

2157. Q. How long- was that after you went into the crow's nest, if you can
remember? — A. About six minutes after we were getting away, sir, after dropping
the pilot.

2158. Q. And how did that bear when you first saw it? — A. I didn't take notice,
sir.

2159. Q. You did report it? — A. I reported it, sir.

2160. Q. And wJiat bell did you ring?— A. One bell.

2161. Q. It was on your starboard side? — A. Yes, sir, starboard side.

2162. Q. Was it well off?— A. It was well off the bow, sir.

2163. Q. Three or four points? — A. About four points, sir.

(The witness then retired).

Lord Mersey. — Now, Mr. Aspinall, we want the man that was on the bridge of
the Storstad.

Mr. Aspinall. — Yes, my Lord, Mr. Toftenes.

Lord Mersey. — Is he here ?

Mr. Aspinall. — Yes, my Lord, he is here.

Lord Mersey. — We want him to take another chart and mark what he says is the
course of the Empress, and if you can give him one of the plans and send him into a
room by himself we will see what he hatches.

Mr. Haight. — I find that the supply of charts in Quebec is not quite exhausted,
my Lord. I have a fresh chart here.

Lord Mersey. — Hand me up the chart, please.

Mr. Haight.— Here it is, my Lord.

Lord Mersey. — Now if Mr. Toftenes is here, I would ask him to come up behind
the Bench for a moment.

Mr. Toftenes. — Yes, my Lord.

Lord Mersey. — Where is the chart upon which this witness marked the point of
the collision according to his idea of its locality?

Mr. Haight. — It is one of the exhibits, my Lord.

Lord Mersey. — It does not quite agree with the point marked by Captain
Kendall.

Mr. Haight. — Not quite, my Lord.

Lord Mersey. — But substantially it does.

Mr. Haight. — It is nearer the shore than the point marked by Captain Kendall.
I believe it was the chart B that was marked by Mr. Toftenes.

Lord Mersey. — Now is the last witness who was in the box disposed of?

Mr. Haight. — Yes, my Lord, he is so far as I am concerned.

Lord Mersey. — Does any one want to ask him any more questions? I hope no one
does. If no one wishes to ask him any more questions, I would ask Mr. Aspinall who
will be his next witness.

Mr. Aspinall. — The next witness we propose to call is a man by the name of
Murphy, one of the quartermasters, and he will be examined by my learned friend,
Mr. Meredith.

CARROLL.

124 MARINE AXI> FISHERIES

5 GEORGE V., A. 1915
-I « 'i l \ MuRPHYj Quartermaster, Empress of Ireland, sworn.

By Mr. Meredith:

2164. Q. What is your name? — A. John Murphy.

2165. Q. Were you one of the quartermasters on the Empress of Ireland? — A.
Yes, sir.

2166. Q. There were how many other quartermasters? — A. Three more besides me.

2167. Q. How long have you been quartermaster on the Empress of Ireland? — A.
Four years and five months. •

216S. Q. On the Empress of Ireland there are regular quartermasters, you sign
on as such, do you not?— A. Yes.

2169. Q. When did you take your trick at the wheel? — A. Twelve o'clock.

2170. Q. Who was the quartermaster on duty? — A. Sharpies.

2171. Q. WThen Sharpies took his trick and you followed on — or was it the other
way, you went on first? — A. I went on twelve o'clock, and kept on till two.

2172. Q. And Sharpies followed you and has been lost? — A. Yes, sir.

2173. Q. When you got through your trick at the wheel did you remain on the
bridge ? — A. Yes, sir, except five minutes when I was off streaming the log.

2174. Q. On the instruction of one of the officers? — A. Yes, Mr. Jones' directions.

2175. Q. Who was on the bridge from Father Point up to the time of the sinking
of the ship? — A. The Captain, Mr. Jones, Mr. Moore, me, Sharpies, and the bridge
boy.

2176. Q. Do you remember any signals being given by your ship some time after
your ship left Father Point? — A. Yes, sir.

2177. Q. Will you state to the Court what signals those were? — A. Three short
blasts.

2178. Q. Did you hear any responding signal from the other boat? — A. I heard
one blast from some ship, but it was rather indistinct to me, it seemed to be a great
distance off like.

; 2179. Q. I forgot to ask you how long have you been quartermaster? You
mentioned the time you have been quartermaster on the Empress of Ireland, how long
have you been quartermaster altogether? — A. About twenty years altogether.

2180. Q. And about how long in the C.P.R. ? — A. About ten years.

2181. Q. And before that? — A. In various ships out of Liverpool.

2182. Q. Always as quartermaster ?— A. Sometimes I didn't go as quartermaster,
because I could not always get it.

2183. Q. But most of the time?— A. Yes, sir.

2184. Q. You said you caught a faint one-blast signal after your vessel had given
three short blasts? — A. I heard her the second time.

2185. Q. You heard her again? — A. Yes, a single blast.

2186. Q. Before you heard it the second time what had your vessel done? Had
she given another three blasts? — A, Yes, another three blasts after that.

2187. Q. Now after the other vessel had answered with one blast was it a short or
a long one the other boat gave you ? — A. It was a prolonged blast.

2188. Q. After that did your vessel give the other vessel any other signal by her
whistle? — A. Yes, sir, she gave two long blasts.

2189. Q. Do you remember whether that was answered or not? — A. No, I never
heard nothing, no answer.

2190. Q. Now could you tell us whether after the three short blasts from your vessel
your vessel went ahead or did she reverse, go back? — A. She went back.

2191. Q. She was backing. Her engines were backing rather? — A. Yes, sir.

2192. Q. Do you happen to know of your own personal knowledge, from observa-
tion, how long it takes to bring the Empress of Ireland from full speed ahead to dead
stop in the water ? — A. Yes, sir, I have seen her fetched up in two minutes.

MURPHY.

EMPRESS OF IRELAND— STORSTAD COLLISION 125

SESSIONAL PAPER No. 21b

2193. Q. Where have you seen that happen? — A. In Liverpool, picking up the
pilot at the Bar ship.

2194. Q. Can you tell this court whether as a matter of fact the Empress of
Ireland was in fact stopped in the water before she was hit? — A. Yes, sir. I looked
over the side myself, on the port side of the bridge. ~ The ship was stopped.

2195. Q. How long then would the Empress of Ireland have been reversing her
engines to bring her to a dead stop ? — A. Oh, she was not very long, about a couple of
minutes.

2196. Q. Well, then you say that after three signals were given twice, two long
blasts were given ? — A. Yes, sir.

2197. Q. I know it is very difficult to speak of time but can you give this court
any idea what time elapsed from the end of the reversing when the ship was stopped to
the time of the impact, up to the time the vessel ran into us? — A. It was a matter of
about two minutes. I don't suppose it would be hardly two minutes, that is about as
near as I can get it.

2198. Q. It may be more or less? — A. I did not look at my watch or the clock
because I was busy on the bridge.

2199. Q. What did you do as a matter of fact? Did you remain on the bridge or
go away ? — A. I remained on the bridge the whole time.

2200. Q. But what finally happened to you, where did you go ?— 'A. After the ship
struck us the Captain gave me orders to blow the siren, which I had to go the port
side of the- bridge to do. There is only one wire, it works automatically, so I had to go
to the port side to blow it.

2201. Q. \yhat kind of a blast did you give ? — A. I gave it a very long blast. Some
of the men were up to the boats before the blast was finished.

2202. Q. After you had finished blowing the siren — who told you to do that? —
A. It was the Captain's orders.

2203. Q. What did you do after that? — A. Waited on the bridge for orders.

2204. Q. Did you got any? — A. Yes, Captain told me to go and get my boat ready.

2205. Q. Which was your boat?— A. No. 12 on the chart.

2206. Q. On the port side?— A. Yes.

2207. Q. How did you find that boat? — A. It was impossible to launch.

2208. Q. It was impossible, you could not do anything on account of the list? —
A. No. There were three or four men there and they could not do anything. I went
to No. 13 to give a hand there.

2209. Q. On the opposite side? — A. On the starboard, yes.

2210. Q. What happened to her? — A. They got her out, but I did not get in her.

2211. Q. What did you do? — A. I waited to lend a hand as I thought they might
want help with the other boats.

2212. Q. And then? — A. I stopped too long, until the boats were in the water,
and then jumped overboard myself.

By Lord Mersey:

2213. Q. Did you jump into the boats? — A. No sir, into the sea.

2214. Q. By the time you got into the ?ea was the ship showing a very big list?
— A. Her lee rail was on the water. I could walk into the sea from her decks.

By Mr. Meredith:

2215. Q. Now, were you picked up by any other boat? — A. No, I picked myself
up. I grabbed an upturned boat, No. 15 I think it was, capsized, and then I got hold
of the bow of No. 13 I think it was.

2216. Q. Then you were picked up? — A. No I picked myself up. I got on to
the boat myself.

2217. Q. Were there passengers in that boat? — A. Yes.

MURPHY.

126 MARIXE AND FISHERIES

5 GEORGE V., A. 1915

2218. Q. Was it an Empress boat? — A. Yes.

2219. Q. And where did you go? — A. We filled the boat with passenger

2220. Q. You picked up as many as you could? — A. Yesr and went to the
Storstad.

2221. Q. Did you remain on the Storstad, or come back? — A. We put the passen-
gers on the Storstad and made a second trip, and got about 30 people.

2222. Q. What did you do then ?— A. We did not" go back to the Storstad the
third time, but went to the Eureka. We let the boat drift because we did not require
her any more.

2223. Q. Why not? — A. Because there were no more living. There were a lot of
dead people on the water.

2224. Q. You were satisfied there were no more people living? — A. Yes, I am
certain. We cruised about. There was an empty lifeboat there and I told the Cap-
tain because I did not know if there were any people in it.

2225. Q. You have seen service for a good many years, was there any disorder
on that ship that you could see? — A. No, I was all over the ship from bridge to her
stern. I never saw any disorder. I saw the men doing all they could to get the boats
away.

Lord Mersey. — If I may stop this for a moment I can tell you what we have.
We have first of all a chart which has been marked by Captain Kendall, which I
will hand down so that you both can see it. It purports to -show what .he supposes
must have been the course of the Storstad, and it purports to show the course of the
Empress to the point of collision. Now, if you look at that you will see that he has
marked the position when the first blast, the second, third and fourth blasts were
heard, and he has marked the position of the Storstad at the time when he supposes
she ported her helm and turned to starboard. And he has shown the effect of that
movement, bringing the two ships together. I don't know whether my explanation
is sufficient to enable you to read the chart which he has drawn but I think it is.

Mr. Aspinall. — Yes, my Lord.

Lord Mersey. — Now, here is the chart marked by Toftenes. It is the original
chart on which he marked the position of the point of collision. It is the same
chart, and he has now marked upon it the course followed by the Storstad. And it
shows the course right up to the point of collision. When I asked him to mark
upon it the course which he supposed the Empress took he-says, quite frankly, to me
I cannot do it, and I am not going to press him to do something which he begins
by saying he cannot do. And therefore we have only got from him one course set
out, and in the course as laid down by Captain Kendall, though there are two,
there is but one course about which he says that he is sure, namely, the course of
his own ship, and one other course which he can only describe as approximate,
because he does not, of course, know it, it is the course of the ship he was not on.
Now, let the chart that is marked by Captain Kendall in blue be marked as being
in evidence. The other is already in.

The chart of First Officer Toftenes was marked Chart B, and that of Captain
Kendall, Chart C.

Cross-examination by Mr. Haight:

2226. Q. When you gave up the wheel at two o'clock, Murphy, where was the
Empress?— A. At Father Point, just about disembarking the pilot.

2227. Q. How long after you gave up the wheel was it before the Empress
started ahead again on her course?— A. Yes, before she started ahead again on her
course.

2228. Q. But how long after you gave up the wheel was it before she started

ahead full speed on her course? — A. I was aft when she started ahead.

2229 Q. But how long after?— A. Five minutes after I was streaming the log.
^ MURPHY.

EMPRESS OF IRELAND— STORST AD COLLISION 127

SESSIONAL PAPER No. 21b

2230. Q. After you had put the log out you went back on the bridge? — A.
Directly on the bridge, sir.

2231. Q. And did the Empress start ahead when you got to the bridge? — A. Yes,
sir, certainly, she was going ahead 'before I left aft, because the log was out.

2232. Q. You heard several signals of one whistle blown by the Storstad before
the collision? — A. Two, sir. Twice.

2233. Q. Did you hear any signal of one whistle blown by your ship in answer
to their one ? — A. No, sir, I did not.

2234. Q. I understood you to say that after the Empress blew her signal of three
whistles you backed? — A. Yes, our ship did.

2235. Q. How long after you blew three was it that you backed ? — A. Just directly
the whistles had blown.

2236. Q. And how long did you think your engines were kept going full speed
astern? — A. She blew three more.

2<237. Q. But how many minutes,, can you tell, was it that they backed before they
blew the second signal of three whistles ? — A. A couple of minutes, sir, I can't exactly
say.

2238. Q. Then you heard the Empress blow two long blasts? — A. Yes, two long
blasts.

2239. Q. How long was it between your second signal of three whistles, and that
signal of two whistles? — A. About a minute and a half I should think. About two
minutes, I cannot say for certain.

2240. Q. It was some little time? — A. Yes, a little time that is all.

2241. Q. Were you where you could see your telegraph? — A. Yes, I was on the
port side of the bridge.

2242. Q. During the minute and a half or so after the second signal of three and
before the first signal of two was your telegraph standing full speed astern ? Do you
think you were reversing up to the time the two whistles were blown ? — A. Yes, I can
tell by the vibration of the propeller, I can tell when the ship is going astern, I don't
want to look at the telegraph at all.

2243. Q. Did you see the telegraph when the order was given for the ship to go
astern ? — A. That is not my place. I don't take any notice of things like that.

2244. Q. But you did see the telegraph up to the time that the two whistles were
blown ? — A. I did not see it. I heard it going, but I didn't look.

2245. Q. You heard the vibration ? — A. Yes, of the propeller.

2246. Q. After they blew the signal of two whistles which was the third signal of
the series, did you feel the vibration stop, or did it keep going astern ? — A. No, she was
stopped. The way was off the ship going astern, and I looked over the port side and
she had stopped.

2247. Q. So that she was reversing from the time the first signal of three was
blown until she was dead stopped, until they blew the two long blasts, and as soon as
she was dead stopped they stopped the engines and then blew two? — A. Blew two
blasts, yes.

2248. Q. Now the engines moved again as I understand it, until the Storstad
was seen coming out of the fog? — A. Well, I can't answer that question, sir, I was
waiting for the captain's orders.

224$. Q. What was that? — A. Captain told me to go and blow the siren whicn
I did.

2250. Q. That was after the collision? — A. Yes, sir.

2251. Q. So far as you know you felt no vibration of the engines until you saw
the Storstad out on your starboard side? — A. That is correct.

2252. Q. Do you think that the Empress will stop when reversed full speed in a
couple of minutes and you say it has been tested. Will you please state what test

MURPHY.

128 MARINE AID FISHERIES

5 GEORGE V., A. 1915

was made? — A. 1 have peen the ship pull up so often for the pilot that he can pull
her up in two minute-, or two and a half at the outside.

2256. Q. You never put your watch on it? — A. No, but I have the clock on the
wheelhouse all the same.

2254. Q. You have simply noted it when the vessel was stopped to take the
pilot up '. — A. Yes.

2255. Q. Does the Empress usually run full speed up to the pilot boat and then
reverse full speeds — A. Oh, no, she does not, she slows down.

2250. Q. That is what I thought. She approaches the pilot boat slow? — A. Yes,
I was at the wheel then.

2257. Q. And you don't reverse your engine full steam astern then? — A. Oh,
yes, if they want to pick her -up quick, certainly.

2255. Q. But your observation has been when they are taking the pilot? — A.
Yes, many occasions like that.

2259. Q. Xow, as I understand you, from the time your .vessel was dead in the
water, after you blew the signal of two whistles, it was about two minutes up to the
time of the collision ?— A. Yes, sir.

2200. Q. Was your patent log out when the collision occurred? — A. Yes, sir.

2201. Q. You say that you went»to the Eureka after you made one trip in the
boat, and turned your boat loose then I — A. The second, after we made one trip to
the Storstad with a boat full of people.

2262. Q. AYere you in command of that boat I — A. No, sir, I was pulling an oar.

2203. Q. Who was in command of that boat \ — A. Mr. Radley, the boatswainj
mate.

2204. Q. You first got into Xo. 13? — A. Xo, I did not, she was capsized.

2265. Q. What was the boat that picked you up? — A. Xo. 15 was capsized. Xo, I
think it was thirteen that was broke in two halves.

2266. Q. What boat was it that picked you up ? — A. There was no boat that
picked me up. I got into a boat myself.

2267. Q. Wliat boat did you get into?— A. Xo'. 13.

3. Q. That boat was not broken? — A. Y"es, that is the boat that was broken.

2269. Q. Did you make two trips in her? — A. Y^es, in that boat.

2270. Q. The first trip you went to the Storstad, and the second to the Eureka?
— A. Yres. That is quite right.

2271. Q. And I understand you to say that after you had picked up the second
boat load you thought there were no more living people in the water? — A. There was
none.

2272. Q. But there were dead bodies? — A. Dead bodies floating about with life-
belts on and one thing or another.

2273. Q. By whose orders was it that the boat was turned loose? — A. I was stand-
ing in the boat to make it fast and somebody shouted what was I standing there for
and so I got on board the Eureka, and let her drift. The rest of them had gone aboard.
Some of them were dead when we got them on deck.

2274. Q. Did you see any lights on the- Storstad before the fog came on? — A. 1
saw her masthead lights when she was sixty feet oft, that is the only time I saw it.

2275. Q. You did not see any lights on her before the fog came on? — A. Xo, I
was on the port side of the bridge.

2276. Q. And did you see any coloured light on the Storstad? — A. Xo, she was
too low down to see the coloured light underneath our ship. Our ship is very high,
and she was low down, and I could only see her masthead light.

2277. Q. You were standing on which side of the wheel, on the starboard side of
the wheel? — A. Well, yes. on the starboard side of the bridge. I came through the
wheel house to have a look.

227S. Q. How near were vou to the rail? — A. About fourteen feet.

MURPHY.

EMPRESS OF IRELAND— STORSTAD COLLISION 129

SESSIONAL PAPER No. 21b

2279. Q. And the Storstad was so low that all you could see was her masthead
light.' Could you see her deck? — A. No, sir.

22S0. Q. Could you see her bridge? — A. Xo. I was too far in on our bridge.

By Mr. Gibsone :

2281. Q. While you were on the boat fitorsfad, did it come to your knowledge, or
is it a fact that any members of the crew refused to go back to the rescue of passen-
gers or people in the water? — A. Not in our boats, sir.

2282. Q. Do you know if it happened in any other boats ? — A. I can only answer
for our boat, We were bunched up in that boat together all the time.

22S3. Q. Xone refused to go back so far as your boat was concerned? — A. Not as
I know of.

2284. Q. Did they all go back?— A. I don't know.
586. Q. I am speaking about the crew, the members of your boat, did they all go
back to the scene of the disaster ?— A. Why. certainly. We never left the boat at all
till we got to the tug boat.

2286. Q. Do you think the crew in the other boats acted in the same way ?— A. I
don't think so, and I don't believe so.

7. Q. You don't think so ?— A. That they left their boats.

2288. Q. Do you believe that they went back?— A. Yes, I saw them in the life-
boats myself.

2289. Q. You saw them circulating about ? — A. Yes, sir, certainly.

By Lord Mersey:
Unless any of you gentlemen think differently the two last witnesses can now go to
their homes or wherever their business takes them. I mean this witness and the gentle-
man from the Crowsnest. They can go away anywhere.

(The Commission thereupon adjourned till 10 a.m. Thursday, June IS.)

THIRD DAY.

Quebec, Thursday, June 18, 1911

The Commissioners appointed by the Honourable John Douglas Hazen, the Min-
ister of Marine and Fisheries of Canada, under Part X of the Canada Shipping Act as
amended, to enquire into a casualty to the British Steamship Empress of Ireland, in
which the said steamship belonging to the Canadian Pacific Railway Company was
sunk in collision with the Xorwegian Steamship Storstad, in the River St. Lawrence
on the morning of Friday the 29th day of May, 1914, met at Quebec this morning, the
eighteenth day of June, 1914.

Lord Mersey. — Mr. Xewcombe, inasmuch as part of our Report must consist of
descriptions of the two ships, and more particularly of the Empress of Ireland, I should
be glad if you could put in the plans and such evidence as you have with reference to
the construction of these two vessels as soon as possible, so that the Naval Engineers
may have them before them and be in a position to consider them. There is another
matter that might be done I think very soon, and it is a matter that we shall also have
to deal with in our Report. You might seek some evidence, not too much and not too
long, dealing with the question of equipment of the vessels, and particularly, again.
with reference to the equipment of the Empress of Ireland — lifeboats, rafts and life
belts. Therefore, will you collect that evidence, and let us have it as soon as you can
conveniently get it.

MURPHY.

21b— 9

130 M ARISE AXD FISHERIES

5 GEORGE V., A. 1915

Mr. Newcombe. — Yes, my Lord; in the meantime, I should like to call a passenger
from the Empress of Ireland who is sailing this afternoon by the Calgarian.

Lord Mersey. — You know so much more about it than I do that you must follow
the most convenient course, but I am suggesting that these are matters that we should
like to have as soon as it is conveniently possible.

Mr. Newcombe. — We will attend to that, my Lord. Of course, there are several
passengers here in attendance whose evidence, perhaps, is not very material to the
inquiry, but at the same time I think it is well that the tribunal should be informed
from the passengers' standpoint of the experience that they had.

Lord Mersey. — Of course, you know it will be largely an expression of

1 doubt very much whether the passengers can tell us very much about it.

Mr. Aspixall. — We have had over from the Fairfield Shipbuilding Company Mr.
Hillhouse, Xaval Architect, and also Mr. Gracie, Managing Director, and any infor-
mation that they have to give will be, of course, at the disposal of Mr. Xewcombe in
order that he may inform himself with regard to this part of the case. We also have
here our Marine Superintendent and other officials who can deal with matters of equip-
ment, life-saving apparatus and so on.

Lord Mersey. — You can either let Mr. Newcombe call these witnesses, or. if you
like, call them yourself.

Mr. Aspixall. — The more usual course, undoubtedly, certainly in England, is that
counsel representing the Board of Trade puts that evidence before the tribunal. It
seems to me that it would be better under the" circumstances if Mr. Newcombe should
do so.

Lord Mersey. — You place the evidence at his disposal and he produces it.

Mr. Aspixall. — We will give him every information that we can.

George Bogie Smart, 1st cabin passenger. Empress of Ireland.

By Mr. Newcombe:

2290. Q. Mr. Smart, you were a first cabin passenger on the Empress of Ireland
on the voyage on which she sank I — A. Yes. sir.

2291. Q. What was the number of your cabin I — A. Well, as well as I can remem-
ber, it was 212. It was on the dining-room deck.

2292. Q. Can you identify it on the plan \

Lord Mersey. — Let him tell us whether it was on the port side or the starboard
side.

By Mr. Newcombe:

2293. Q. It was on the starboard side of the ship \ — A. Starboard side of the ship.
By Lord Mersey:

2294. Q. On the dining saloon deck \ — A. Yes.

2295. Q. Was it near amidships? — A. Yes, quite near.

By Mr. Sew combe:

2296. Q. At what time did you turn in ?— A. Between 9.30 and 10.

2299. Q. Were you awakened by the collision % — A. No, I was awakened by the
siren or the whistles blowing.

2298. Q. Do you know what time that was ? — A. It must have been very nearly

2 o'clock.

2299. Q. What did you hear? — A. I heard a sort of double whistle, two whistle*
at a time, two distressing calls, like.

2300. Q. What d'd you do \ — A. I sat up in bed and cogitated for a moment; then
suddenly the crash came.

SMART.

EMPRESS OF IRELAND— STORSTAD COLLISION 131

SESSIONAL PAPER No. 21b

2301. Q. So that you were awakened before the collision took place? — A. I was
awakened before the collision, yes.

2302. Q. Then what did you do? — A. I ran out of my stateroom into the passage-
way and climbed up on a little box or some arrangement there and looked out the port
hole.

2303. Q. What did you see ? — A. I saw the bow of the Storstad. I saw some men on-
deck and heard the captain of the Empress talking to them.

2304. Q. Did you hear what he said ? — A. The Captain of the Empress said : Go-
ahead, or words to that effect, or to keep going.

2305. Q. Did you hear any reply from the Storstad? — A. Xo, no reply.

By Lord Mersey :
2300. Q. You did not hear any ? — A. I did not hear any reply from the Captain,
of the Storstad.

By Chief Justice McLeod:

2307. Q. The collision had then taken place? — A. Yes.

By Mr. Xewcombe:

2308. Q. You were very close to the Storstad? — A. Yes, it seems to me that I was
exceedingly close. My recollection is, although it is an exaggeration, that I could
almost have touched the bow of the Storstad, because she was straight in against the
side of the ship. I think this is exaggeration; of course, it is very difficult for one to
tell. I would not like to say I could, but that is the impression that is in my mind.

2309. Q. Where was the port hole you were looking out; was it forward or abaft
the point of contact? — A. I cannot say that.

By Lord Mersey:

2310. Q. Can you say whether the bow of the Storstad that you say you saw, was to^
your right or left hand side ? — A. I would say it was to my right.

2311. Q. That is to say, the bow of the Storstad was further astern, to your right?.
— A. Possibly, but I would not like to say.

By Mr. Newcombe :

2312. Q. What did you do then ? — A. I ran back to my cabin, put on my trousers^
and coat over my pyjamas and went up on deck.

2313. Q. Did you get a life belt ?— A. Xo.

2314. Q. Were there life belts there? — A. Yes, but I did not realize the danger
that we were in.

2315. Q. You went on deck? — A. I went on deck, yes.

2316. Q. What did you find on deck? — A. I found general confusion, but not a
panic, you know. The people were rushing to the upper deck, the deck above me. I
realized at once when I got out on deck that I had no life belt, and I just made up my
mind I had to trust Providence for safety.

2317. Q. You came out on the starboard side of the ship? — A. Yes.

2318. Q. Did you cross the deck to the port rail ? — A. Yes, I sat on the railing of
the ship.

2319., Q. Any difficulty in getting up there on account of the list of the ship? —
A. Yes, very great difficulty; it was almost, I would say, a 40 per cent grade.

By Lord Mersey :
2320. Q. There was a great list to starboard? — A. Very great; in fact, I had to
crawl on my hands and knees over the stairs from the saloon deck to the upper deck
to get out.

SMART.

" 21b— 9i

132 MARINE A X l> FISHERIES

5 GEORGE V., A. 1915
By Mr. Newcombe :

2321. Q. You got on the rail? — A. I climbed out on the rail and put my arm
around the post, you know, and just sat and waited.

2322. Q. Until the ship went down ? — A. Until the ship went down. When the
ship went down, it appears to me I went over with her as I was shot out.

2323. Q. And you were picked up? — A. Yes. I went down twice, fully 10 or 20
feet, I imagine, and when I came up the second time I saw a dark object in the water.
I put forth every herculean effort until I gripped with one hand a deck chair. I hung
on to that until I got very weak and I pulled the chair up to about here with my hands
out this way (indicating), and I rested. I must have drifted around fully- an hour,
because it was seven o'clock when they dropped me at Rimouski.

2324. Q. What boat did you get into? Were you on the Storstad? — A. No, I was
on the Lady Evelyn, I think. Of course I won't be positive as to that because I was
not in a state to

2325. Q. About the discipline on board after the collision, as far as you could
observe; have you anything to say about that? — A. Yes, it was really marvellous. I
never heard people who spoke with such tenderness to each other in that time of great
distress and danger as there were there. There was no bad language, no panic to
speak of.

2326. Q. No violence at all? — A. No violence at all; all good-natured. On the
life raft, the man in charge of the raft, whoever he was I will never know, but whoever
he was he spoke in the kindest way to me; it was really delightful to me then under
those trying circumstances.

2327. Q. Now, when yon came on deck, you were there holding on to the rail for
several minutes before the ship went down? — A. Yes it must have been for some
minutes.

2328. Q. Are you able to say whether the Empress was moving through the water
at the time? — A. No. My impression was that she had stopped, but she might have
been moving just very gradually.

2329. Q. You are satisfied that she was moving very slowlv, if at all? — A. If at
all.

2330. Q. Is there anything which you wish to add to this statement, Mr. Smart? —
A. No, I think that is the sum and substance, without elaborating on my experience.

2331. Q. About an explosion; did you hear anything of that? — A. No, but I
heard somebody call to me: the ship is on fire, and I just turned my head and looked
around and I saw great flames of smoke coming out of one of the pipes. Of course I
did not care at that time what was happening.

By Lord M ersey :

2332. Q. When you put your head out of the port, which, as I understand was in
the passage, not in your cabin ? — A. It was in the passage.

2333. Q. And "saw the stem of the Storstad, as far as you can tell us were the
two ships at that moment in contact? — A. They were not touching each other.

2334. Q. The/ were not?— A. No.

2335. Q. And the collision had taken place? — A. It had taken place before I had
got in that position.

CiWss- Examined by Mr. Haight:

2336. Q. Mr. Smart, when you were awakened by the sound of the whistles that
you characterized as distressing, did you distinguish how many blasts there were?
Were you able to tell that they were blowing a real distress signal, four or five or six
short blasts, or whether it was of another kind?' — A. My impression is that there were
two whistles, two blasts at a time. Of course, it might have been repeated, yon know.

SMART.

EMPRESS OF IRELAND— :STORSTAD COLLISION 133

SESSIONAL PAPER No. 21b

2337. Q. Were they blown on a siren? — A. Well, I presume so.

2338. Q. I mean, was the sound one which rose to a crescendo, and like a running
whistle ? — A. Yes, like a scream, you know.

2339. Q. It was not an ordinary single tone blast? — A. No. ,

2340. Q. The usual fog whistle? — A. No, it was a double, — there were two blasts.
Lord Mersey. — He has said that it was a siren; I understood him to say so.
The Witness. — Perhaps I am mistaken in saying so, but I assumed that it was.

By Mr. Haight:

2341. Q. As I understand, you felt the jar of the actual contact before you looked
out the port hole? — A. Yes.

2342. Q. Had the jar come after you got out of your berth? — A. No, just as I
was getting out. As soon as the first impact came, I jumped out.

2343. Q. And you stopped only to throw on a coat over your pyjamas? — A. A
coat and my trousers.

2344. That took only a few seconds? — A. Yes.

2345. Q. When you looked out of the port hole, as I understand you, the vessels
seemed to be relatively at right angles? — A. Yes.

2346. Q. But the stem of the Storstad was then a little distant from the side of
the Empress? — A. The bow of the Storstad, yes.

2347. Q. You said that she was so close that you felt you could almost touch
her? — A. Yes, I felt that, you know, afterwards. It seemed to me she was so close
I could almost touch her and I could distinguish men on deck.

2348. Q. So that the bow should only have been a foot or two

Lord Mersey. — Do not argue about it, please; ask him questions and take his
answers.

By Mr. Haight:

2349. Q. Now, what would you judge to be the distance between the side of the
Empress and the bow when you looked at her and thought you could touch her? — A.
I would not like to say.

Lord Mersey. — You are quite right not to say.

By Mr. Haight:

2350. Q. How soon did you go on deck after you looked out? — A. I would not
like to define any time.

2351. Q. Did you start to do anything else? — A. No.

2352. Q. Went from the port hole straight on deck? — A. No, I went back to my
stateroom and put on my coat and my trousers and then went for the deck.

2353. Q. I thought you had your trousers on before you came out of the room?
— A. No, I was in my pyjamas.

2354. Q. When you went to look through the port hole, you said you had thrown
on a coat? — A. No, I ran out and looked through the port hole before I put on either
coat or trousers. I ran back and put them on when- 1 saw the position of the ships.

2355. Q. V\ hen you started to go up on deck, the Empress was already listing so
far that you had to crawl up the stairs ? — A. Yes, had to crawl up the stairs;

By Lord. Mersey :

2356. Q. After you went back to your cabin to put on your coat and trousers, and
when you crawled up on deck, where was the Storstad, do you know? — A. No, I do not
know.

2357. — Q. Do not tell me if you don't know? — A. I do not know, because I was on
the other side.

SMART.

134 MARINE AXD FISHERIES

5 GEORGE V., A. 1915

Lord Mersey. — That is quite enough.

The Witness — I don't know ; she struck on the starboard side ; I took the higher
side of the ship.

By Lord Mersey:

2358. Q. You took the port side?— A. The port side.

2359. Q. Which you thought was the safest? — A. The safest, yes.

By Mr. Haight:

2360. Q. Can you form any idea, Mr. Smart, as to how long you sat on the
port rail before the vessel went over and you went in the water? — A. No, I would not
-undertake to do that; some minutes probably.

By Lord Mersey:

2361. Q. To you it might have seemed an eternity? — A. It is impossible to
measure time under the circumstances.

By Mr. Haight:

2362. Q. Will you state how much of a jar there was when the vessels came
together. Were you shaken up seriously? — A. ^"o, I can best define the jar by say-
ing that it reminded me of the rude impact of a couple of coaches on a railway when
they almost knock you over with the impact. They make very rough couplings some-
times, you know. It reminded me very much of that.

2363. Q. Did you see the Storstad after you looked out through the port hole? —
A. Yes, I think

2364. Q. I mean, before you went in the* water? — A. Yes, I think I did.

2305. Q. Where did you see her? — A. I assume it was the Storstad. There was
a ship standing, it appears to me to have been quite a distance out, possibly a mile,
all electrically lighted. I saw her in the distance. I sat on the railing before the ship
went down. Before the Empress went down I saw in the distance this lighted ship.

2306. Q. Which way was she from you? — A. I would not undertake to say.

2367. Q. Ycu do not know whether she was towards your stern or towards your
"bow? — A. No, I would not like to pass any opinion as to that.

2368. Q. Was it foggy then?— A. There was a slight fog, I think, very light. It
.reminded me something of the land, a misty morning, you know.

2369. Q. What is your business, Mr. Smart? — A. I am

Lord Mersey. — What does that matter?

Mr. Haight. — I do not know that it matters anything, my Lord, but I should like
to ask the question if I am permitted.

Lord Mersey. — But I do not think that inquiring as to this gentleman's personal
.affairs will help us. Does it go to his credit?

Mr. Haight.' — I do not think it will, sir.

^uRD Mersey. — If it does not go to his credit, it is certainly not material. I
am simply interrupting you in the interest, though I am not sure that 1 am accom-
plishing what I want to do, of economy and time. I am not sure that I am doing it.

Mr. Haight. — Possibly, if he were an engineer

Lord Mersey. — Perhaps it would be shorter to allow you to ask the immaterial
question and get the answer.

The Witness. — I am not ashamed of my occupation. I am Chief Inspector of
British Immigrant Children of Canada, Dominion Civil Service.

By Mr. Newcombe:

2370. Q. Service of the Dominion Government? — A. Service of the Dominion

Government

SMART.

EMPRESS OF IRELAND— STORSTAD COLLISION 135

SESSIONAL PAPER No. 21b

Lord Mersey (to Mr. Gibsone). — Do you want to ask anything?
Mr. Gibsone. — No, My Lord.

By Mr. Newcombe:

2371. Q. Do you remember whether 212 was the number of your cabin? — A. 1
am not positively certain, you know. I got the location, anyway, of my room, and I
knew where to find it. It was along the saloon passageway, just a very short distance.

By Mr. Eaight:

2372. Q. The passenger list will show? — A. Yes. They changed me after I was
on the ship. When I went on first I was in one room and they gave me a stateroom
to the south afterwards, right adjoining the one I had been assigned to.

2373. Q. How near to the one originally assigned to you? — A. Just a partition
between us, that was all.

Witness retired.

John W. Black, 2nd cabin passenger, Empress of Ireland, sworn.

By Mr. Newcombe:

2374. Q. You reside at Ottawa?— A. Yes.

2875. Q. You were a second cabin passenger with your wife on the Empress? —
A. Yes.

2376. Q. Were you in your bunks at the time of the collision? — A. Yes.

2377. Q. What was the first you knew of it? — A. The crash woke me.

2378. Q. Where was your cabin? — A. On the main deck.

2379. Q. Which side? — A. Afoot of the second cabin dining room.
(Here a plan was handed to witness and position of stateroom indicated).

2380. Q. An inside cabin, was it? — A. An inside cabin.

2381. Q. 416?— A. 446.

2382. Q. There it is, then? (Indicating). — A. Yes, on the upper deck.
Lord Mersey. — I thought you said on the main deck.

By Mr. Newcombe:

2383. Q. On the starboard quarter, upper deck, an inside cabin? — A. Yes.

2384. Q. You were awakened by the crash; do you know what time it was? — A.
Quarter past two.

2385. Q. By your watch?— A. Yes.

2386. Q. What did you do? — A. I immediately jumped out of bed and opened
the stateroom door. I saw two deck stewards running for the stairs. I surmised that
there was something wrong and I rushed back into my room and took my wife up on
deck. I met a sailor on deck and I asked him what was the matter; he said: Nothing,
it is only a trifle. I looked around a minute later and I saw some seamen providing
some ladies with life-belts, so I calculated then there was something serious. The
ship at that time had an angle of about I would say 40°. I stood around guessing what
I would do next and I came to the conclusion that the best thing for me to do was to
take to the water. So I told my wife to slide down to the water's edge on the star-
board side; I was hanging in the meantime to the port side. I got down to the
water's edge and was submerged in the water; I was on the submerged side of the
ship. They were trying to cut adrift two life-boats, which they subsequently did. I
took my wife in my arms and jumped for the rear life-boat. I asked one of the sailors
to take her on board, which he did, while I hung to the outside. One of the seamen
shouted for an axe for the forepart of the life-boat was still fastened to the Empress'
davits. So they got an axe and cut the rope, and about half a minute I would say
from the cutting of the rope — time to take two strokes of the oars — there was an

BLACK.

135 MARINE AND FISHERIES

5 GEORGE V., A. 1915

explosion. I do not know whether it was the boiler or what it was, but there was
certainly an explosion. Then the ship had an angle of, I would say, about 90° ; some
of the superstructure gave way and came down on a life-boat astern of us and took
the people in it to the bottom, and they were killed or drowned. We got away, and
about three-quarters of an hour after that we got on board the Storstad; we rowed to
the Storstad. That is about all I know of it.

2387. Q. Any complaint with regard to the discipline or the order of the proceed-
ings?— A. No, the seamen did their duty.

2388. Q. Did you see the Storstad? I mean, did you see her A. Yes, I saw

the Storstad just immediately before I took the slide from the port to the starboard
side.

2389. Q. Where was she then?— A. She was off on the port bow of the Empress,
about half a mile.

By Lord Mersey:

2390. Q. On the port bow? — A. On the port bow, the left hand side of the Empress,
about half a mile.

2391. Q. That was some time after the collision? — A. Well, about ten minutes,
I would say.

By Mr. Newcombe:

2392. Q. Can you say whether your ship was making any headway at the time?
— A. No, she was not; she was standing still. I could discern that from the objects
in the water; there was nothing moving.

2393. Q. You could discern that when you were on the rail there ? — A. On the rail,
yes.

Lord Mersey. — I do not myself think that to multiply this evidence will be to
increase our knowledge of the facts.

Mr. Newcombe.— No, my Lord; but I thought it right to call some of the pas-
sengers.

Lord Mersey.— You are quite right, but I do not think it is necessary to call a
large number of them.

Mr. Newcombe. — We have another one of the same class here.

Lord Mersey. — He says the same thing, does he?

Mr. Newcombe. — Each one had a somewhat different experience.

Lord Mersey. — Exercise your own discretion, but I am telling you I do not think
it will add very much to our knowledge.

Sir Adolphe Kouthier. — Was he a passenger?

Mr. Newcombe. — A passenger, yes. Mr. Black's wife is here, of course.

Lord Mersey. — I do not think it necessary to have the lady come here.

Mr. Aspinall.— We are now going to the engine room department and we propose
to call three witnesses, the officer who was in charge of the port engine, the officer who
was in charge of the starboard side and Mr. Sampson, chief engineer, who came in late.

Mr. Newcombe. — We have a passenger, Mr. Henderson, of Montreal, whom my
learned friend would like me to call.

Lord Mersey. — Very well.

Witness discharged.

Mr. Newcombe. — Apparently Mr. Henderson is not here, but we will not delay;
we will go on.

iBLACK.

EMPRESS OF IRELAND— STORSTAD COLLISION 137

SESSIONAL PAPER No. 21b

Lord Mersey. — If he comes later on you can call him.

Robert Henry Brennan, junior 2nd engineer, Empress of Ireland.
By Mr. Meredith:

2394. Q. Mr. Brennan, what position did you occupy in the engine room of the
Empress of Ireland at or just before the time she sank? — A. Junior second engineer.

2395. Q. Do you happen to know how many engineers they had on the Empress of
Ireland? — A. Sixteen. - -

2396. Q. When did you go on watch in the engine room? — A. At midnight, sir,
the 28th.

2397. Q. Who was on watch in the engine room; who was on duty in the engine
room with you from that time up to the time of the sinking ? — A. Mr. White, sir.

2398 Q. What other engineers ?— A. Mr. Bidden, Mr. White, Mr. Liddell, Mr.
Hampton, Mr. Smith.

2399. Q. Was there a Mr. McEwen in the stokehold ?— A. Yes, Mr. McEwen and
Mr. O 'Donovan.

2400. Q. Hampton would not have been on the watch at the time of the colli-
sion?— A. No, sir.

2401. Q. But all the others were there ? — A. Yes, sir.

2402. Q. Now, what engines were you looking after particularly in the engine
room ? — A. The main engine, sir.

2403. Q. I know, but was it on the starboard or the port side? — A. Port side.

2404. Q. Who was the engineer who had to look after the engines on the star-
board side? — A. Mr. Hampton until two o'clock and Mr. Liddell from two o'clock.

240'5. Q. Therefore, for some time before the collision Mr. Liddell had charge of
the starboard engine? — A. Yes, sir.

2406. Q. Now, do you remember leaving Father Point? — A. Yes, sir.

2407. Q. Before we go further down the river, before you got to Father Point, do
you remember the ship having been slowed down on one or two occasions? — A. Yes,
sir.

2408. Q. Of course, being in the engine room, you could notNtell for what reason?
— A. No, sir.

2409. Q. After leaving Father Point — I want to make it as short as possible — will
you state to the court what was the first indication on the telegraph as to speed after
leaving Father Point? — A. Full speed, sir.

2410. Q. Have any of the log books of the engine room or the slates or scrap or
anything of that kind, been preserved? Are they still existing? — A. Not that I am
aware of, sir.

2411. Q. I mean to say, they went down with the ship? — A. Yes, sir.

2412. Q. Therefore, you have to depend on your memory and as to periods of time,
I presume, like most people, and you cannot be very certain. — A. No, sir, merely
approximation.

2413. Q. When you got full speed ahead after leaving Father Point, was that car-
ried out on the engines? — A. Yes, sir.

2414. Q. Now, will you tell us the next indication of speed that you got in the
engine room after that one? — A. About twenty-six minutes past two on our clock.

2415. Q. You don't know as to whether your clock agreed with the bridge clock?
— A. No, sir.

2416. Q. I am asking you what Avere the next signals that you got from the bridge,
as to speed, on the telegraph? — A. Stop, full speed astern.

2417. Q. Were they given one after the other, or were they given simultaneously ?
— A. Practically right around.

BRENNAN.

138 MARINE AXD FISHERIES

5 GEORGE V., A. 1915

2418. Q. Was that carried out? — A. Yes, sir.

2419. Q. Will you please tell us to the best of your knowledge for about how long
the engines were kept f.ulj. speed astern? — A. I should say about three minutes, sir.

2420. Q. Now, what was the next signal you got by the telegraph from the bridge ?
A. Stop, sir.

2421. Q. Was that following the three minutes? — A. Yes, sir.

2422. Q. How long after that stop was it, to the best of your knowledge, before the
impact took place, roughly speaking? How long from the stop was it before you felt
any impact caused by the collision? — A. Well, from the engines were stopped after
going full speed astern until the collision, I should say approximately four to five
minutes.

2423. Q. In the engine room, I presume, you do not hear the siren, or very faintly?
— A. Only very rarely, sir.

2424. Q. Will you tell us what discipline there was, or whether there was a lack
of any discipline in the engine room, up to the time the engine room was abandoned?
— A. None whatever, sir.

2425. Q. I would like you to describe that to the court and tell them exactly the
situation down there? — A. Well, sir, practically immediately after the impact, there
came a report from the stokehold to say that the vessel was making water.

2426. Q. The stokehold would be forward of the engine room? — A. Forward side
of the engine, yes. And then practically on the top of that again came a few of .the
firemen and trimmers with the water at their heels. The water literally rose in the
stokehold like that (indicating by a rising movement of his hand).

2427. Q. That was immediately after the impact? — A. Yes.

2428. Q. Now, before you go any further, in case I forget it, what had been done,
if anything, to close the water-tight doors in the engine room? — A. The order had
been given in the engine room to close the door immediately we saw the water.

2429. Q. The doors that you saw, that were visible to you; were they closed? —
A. Yes, sir.

2430. Q. Were they effectually closed ?— A. Yes, sir.

2431. Q. Now, there would be certain doors communicating with the engine room,
which you in the engine room would not be able to see closed? — A. Yes, sir.

2432. Q. Was anybody sent off to close those doors, or to see that they were closed ?
— A. The chief engineer gave orders for the doors to be shut abaft the engine room.
We could not see them.

2433. Q. Was anybody sent, to your knowledge — if it is not to your knowledge,
do not say it — was anybody sent to see they were closed ? — A. Not to my knowledge, sir.

2434. Q. Before the order was given '. — -A. Yes, sir.

2435. Now, at what period was it that any of the engineers in the engine room
left the engine room? How long did they stay there? — A. Until the lights went out,
sir; they just came out of the engine room when the lights went out.

2436. Q. At about what angle was the ship when the last of you — as I understand,
you left together — when the last of you left the engine room? — A. Well, sir, I could not
exactly say, but I know it was easier to stand on the columns of the engine than on the
platform.

2437. Q. And you have to go up by A. Three ladders, sir.

2438. Q. Little ladders that communicate with the upper deck? — A. Yes.

2439. Q. Had you to help each other along the flooring and up the ladder in order
to get out? — A. Yes, sir.

2440. Q. Did the men in the engine room stand by their posts until they received
any order, and if so, what order? — A. The order that that was all we could do — to go
out — from the Chief Engineer.

2441. Q. In other words, you got the order that it was useless to remain any longer?
—A. Yes.

BREXNAX.

EXPRESS OF IRELAXD—STORSTAD COLLISION 139

SESSIONAL PAPER No. 21b

2442. Q. As a matter of fact was there any steam at all available when you left ? —

A. When we left the engines, sir, would be

Lord Mersey. — I do not know what all this is about.

By Mr. Meredith:

2441. Q. In addition to the signals you got from the bridge, indicating what
movements to make on the engines, did you or did you not just before the collision
receive any order from the bridge ? — A. Yes, sir.

2442. Q. What was that?— A. Full speed ahead.

2443. Q. Was that just before the impact? — A. Yes, sir.

2444. Q. Could you give an idea to the court of about how many revolutions you
would have made on that order of full speed ahead? — A. Well, I do not suppose we
made any more than five or six revolutions.

2445. Q. Then by what was that followed, if it was followed at all, from the bridge;
what order? — A. Stop, sir.

244G. Q. Was that order carried out ? — A. Yes, sir.

2447. Q. Subsequently to that and after the collision, was anything done in the
engine room with a view to sending her ahead and beaching her? — A. Please quote
that again, sir.

2448. Q. After that order of stop, was anything done with the engines with the
idea of beaching the ship, of sending the ship ahead and beaching her ?

Lord Mersey. — That is not a question to put to him. Ask him what was done, and
it is for us to judge as to the intention. (To witness). Did you get any further order
in the engine room after you got the order to stop ? — A. Xot by the bridge.

2449. Q. Not from the bridge. Then, did you in the engine room do anything
without getting any order from the bridge? — A. The order of the Chief Engineer.

2450. Q. What did you' do? — A. Started her again.

2451. Q. You started her again? — A. Yes.

2452. Q. At what angle was she lying at that time? Was the order of any use? —
A. Xo, sir, it wasn't ; there was no steam to drive her.

By Mr. Meredith :

2453. Do you know whether the Chief Engineer had any telephone communica-
tion with the bridge at that time? — A. The Chief Engineer went to the telephone.

2454. Q. You don't know what happened? You don't know what transpired? —
A. I don't know, sir.

Lord Mersey. — Is there any further question you would like to put, Mr.
Newcombe, to this witness?

Mr. Newcombe. — No, my Lord, I think not.

Cross-examined by Mr. Haiglit:

2455. Q. Mr. Brennan, were you on the engines when the steamer stopped at
Father Point?— A. Yes.

2456. Q. Do you recollect how long the engines were stopped while you were let-
ting the pilot off? — A. I could not say for certain.

2457. Q. Approximately? — A. I should say two to three minutes.

2458. Q. Had you reversed your engines and brought the steamer to a dead stop
or had you slowed and run them in that way? — A. We had slowed down.

By Lord Mersey:

2459. Q. Is that when they dropped their pilot ?
Mr. Haight. — Dropped their pilot, (to witness).

2460. Q. Captain Kendall thought you had remained stationary in the water for
about ten minutes at Father Point; you do not recollect? — A. I cannot say.

BRENNAN.

140 MARINE AXD FISHERIES

5 GEORGE V., A. 1915

2461. Q. Do you recollect the hour, according to the engine room clock, at which
the steamer started away from Father Point? — A. Yes, sir.

2402. Q. What hour was that? — A. Seven minutes past two.

24G3. Q. How many minutes were you running full speed ahead before you got
the second order to stop? — A. About 19.

2464. Q. You think you were reversing full speed about three minutes? — A. Yes,
sir.

2465. Q. Then you got the order to stop about 2.29? — A. About, yes.

2466. Q. Did you hear any whistles blown by the Empress before the collision? —
A. We cannot hear anything in our engine room under certain conditions.

2467. Q. If your vessel was brought to a dead standstill at Father Point and you
then started ahead full speed, how long do you think it would take you in minutes
before your steamer actually gathered full headway of, say 17 knots? — A. I should
say approximately a good hour.

2468. Q. After you had run 19 minutes how much speed do you think you had
gathered ?— A. I do not know.

2469. Q. A vessel of that size gathers headway slowly? — A. No, sir.

'2470. Q. Do you, when you receive an order on the telegraph to put your sta-
tionary engines full speed ahead, throw your throttle wide open and give them full
steam or do you really give them steam gradually? — A. Gradually.

2471. Q. It would be some minutes before you opened your throttle full? — A. Yes.

2472. Q. That is to avoid straining your engine? — A. Yes.

2473. Q. How many minutes after the full speed order was given elapsed before
you threw the throttle wide open? — A. It was never wide open.

2474. Q. Up to the time you got the stop order at 2.26 you had not yet gathered
speed enough to make it advisable to throw the throttle wide open? — A. No, sir.

2475. Q. You would not feel able to express an opinion as to what your speed
was at 2.26?— A. No, sir.

2476. Q. What is the number of revolutions when your throttle is wide open and
you are running full speed ahead? — A. That depends, sir.

2477. Q. Plow much steam did you have that night? — A. We had all pressures.

2478. Q. How many pounds on the main boilers? — A. Anything from 180 to 220.

2479. Q. You do not remember? — A. No, sir.

2480. Q. Assuming that you had 220 lbs. pressure what would be the number of
revolutions if you had your throttle wide open and you had been running for some
hours ?— A. 70 to 71.

2481. Q. Do you happen to know approximately what your revolutions were at
2.26 ?— A. No sir, I could not say.

24s2. Q. They were considerably below 70 to 71? — A. Yes, sir.

2483. Q. Would they be over 50?— A. Yes, sir.

2484. Q. Between 50 and 60 perhaps? — A. Yes, sir.

2485. Q. Did you have hold of anything when the jar came or when the jar was
felt on your vessel? — A. I had hold of the wheel of the stop valve.

24^6. Q. Was the vessel jarred enough that if you had not had hold of anything
you would have been thrown from your feet? — A. No; sir.

2487. Q. Was there a very serious jar? — A. It sounded like a crash or tear.

2488. Q. It was more a tear than the bodily shaking of your ship? — A. Yes, sir,
the ship never shook as far as I could feel.

2489. Q. There was no more real jar than if you were docking and going up
against a pier, was there? — A. It, was a pretty severe crash.

2490. Q. Where was the engineer at the time of the collision do you know? — A.
On the top of the engine room.

2491. Q. On the upper grating? — A. Right on the top.

BRENNAN.

EMPRESS. OF IRELAND— STORSTAD COLLISIOX 141

SESSIONAL PAPER No. 21b

2492. Q. Had he been there from the time you left Father Point? — A. I could
not say.

2493. Q. When did you first see him after the collision; or had you seen him
before the collision? — A. I could not say.

2494. Q. You do not remember whether you saw him after you left Father Point
or not? — A. No, sir.

2495. Q. What speed would 71 revolutions give you, Mr. Breunan? — A. T cannot
tell you offhand.

249G. Q. What is the pitch of your propeller? — A. 27 feet 9 inches.
2497i Q. Are both of the same pitch? — A. Yes.

2498. Q. One right and the other left?— A. Yes, sir.

2499. Q. What is the slip of the propeller? — A. It varies.

2500. Q. At full speed?— A. It varies.

2501. Q. What is the average slip at the average speed? — A. 11 to 12 per cent.

2502. Q. When you receive your order to put your engines full speed astern
from full speed ahead, do you shut your steam off, -throw your reversing gear and then
gradually let the steam in, or do you change directly from full speed ahead to full
speed astern without shutting the steam off? — A. No.

2503. Q. That would not be advisable ?— A. No.

2504. Q. How long would it take from the time you got your full speed astern
order before you got her really going full speed astern? — A. A matter of seconds.

2505. Q. As soon as you get your reversing gear over do you give her full steam ?
— A. Gradually.

2506. Q. Have you any idea how many revolutions you got your engines going
full speed astern before you got her stopped? — A. No.

2507. Q. She would not really be making 70 turns?— A. That I could not say.
250S. Q. In 19 minutes you did not get your throttle full open going ahead; did

you get it fully open going astern before you got your order to stop? — A. I beg your
pardon.

2509. Q. Did you get your throttle open the full way after the reversing order
during the three minutes you were reversing before you got the order to stop?— A.
The stop valve full open going full speed astern.

By Lord Mersey:

2510. Q. Did you hear the question? — A. Yes, sir.

2511. Q. What was it?— A. He asked me did I get my throttle valve full open
when the engines were reversing.

2512. Q. What is the answer? — A. Yes, sir; the engines were going astern two
minutes, my Lord.

By Mr. Haiglit:

2513. Q. It is unusual to actually put your engines full speed astern from the
order full ahead in so short a time as three minutes? — A. From full speed ahead to
full speed astern? i

2514. Q. Yes? — A. We open her up gradually, sir.

2515. Q. You opened her up so gradually going ahead that in 19 minutes you had
not gotten her open? — A. Yes.

2516. Q. Would you, without orders through the speaking tube from the bridge,
slap her over from full speed ahead to full speed astern and actually get your throttle
wide open in a matter of 180 seconds — 3 minutes? — A. Certainly, sir.

2517. Q. When you stop for a pilot or when you are manoeuvring ordinarily you
would take a good deal more time than that to put her over? — A. No, sir.

By Mr. Meredith :

2518. Q. How long had you been on this ship? — A. Five years and ten months.

2519. Q. What certificate have you? — A. A first class certificate.

BRENNAN.

142 MARINE AND FISHERIES

5 GEORGE V., A. 1915

2520. Q. Do you know whether, at the time of the accident, the clock in the
engine room agreed with the bridge clock ? They sometimes differ. — x\. I could not say.

By Chief Justice McLeod:

2521. Q. Was there any water in the engine room? — A. Practically none.

Witness retired.

Robert Liddell, senior 3rd engineer, Empress of Ireland, sworn.

By Mr. Meredith:

2522. Q. What position did you occupy on the Empress of Ireland? — A. Senior
third engineer.

2523. Q. What engines were you attending to? — A. The starboard engines.

2524. Q. ■ hat certificate do you hold? — A. First class certificate.

2525. Q. How long have you had it ? — A. Thirteen years.

2526. Q. How long have you been on the Empress of Ireland? — A. Five years and
eight months.

2527. Q. When did you go on your watch? — A. Two o'clock.

2528. Q. That is engine room time? — A. By the engine room clock.

2529. Q. Do you remember arriving at Father Point where you dropped the
pilot, or about when? — A. I remember that when I went down below the engines
were stopped; I do not know where it was or anything else.

2530. Q. You do not know whether that was before you got to Father Point or
not? — A. That I cannot say.

2531. Q. Do you remember the ship leaving Father Point after you dropped your
pilot? — A. I presume so.

2532. Q. When did you go into the engine room? — A. Two minutes to two.

2533. Q. Was that before you dropped the pilot or afterwards? — A. That was
when I went on watch at two minutes to two. I relieved Mr. Hampton at two o'clock,
engine-room time.

2534. Q. Do you remember at any time getting any telegraph from the bridge
as to the movement of your engines ? — A. Yes.

2535. Q. What ones do you remember, shortly or briefly, shortly before the
collision? — A. Yes.

2536. Q. You might tell these to the Court? — A. From full speed ahead to stop
to full speed astern on the same order.

2537. Q. Three? — A. The telegraph stood full speed ahead and it was turned
around to stop and full speed astern.

2538. Q. Was that order carried out?— A. Yes.

2539. Q. After that how long, to the best of your knowledge were the engines
kept reversing? — A. Bear in mind that any time I shall give shall be approximate.

2540. Q. I understand. — A. About three minutes.

2541. Q. Then you got the order to stop? — A. Yes.

2542. Q. Was the order to stop carried out ? — A. Yes.

2543. Q. From that period, about how long a time, giving it purely approximately,
elapsed before the collision, roughly speaking? — About four minutes.

2544. Q. There are no logs, no slate, no nothing? — A. Not to my knowledge.

2545. Mr. Meredith. — I do not want to repeat, but perhaps I should go on and
present evidence as to what transpired in the engine room in view of the fact that
the public want to know all that happened. I do not want to take up the time of the
Court, but I would like to go a little bit farther with this witness to prove what
discipline there was in the engine room.

LIDDELL

EMPRESS OF IRELAND— STORSTAD COLLISION 14S

SESSIONAL PAPER No. 21b

By Lord Mersey:

2546. Q. Were you satisfied with the discipline of your men in the engine room?
— A. Perfectly.

By Sir Adolphe Routhier:

2547. Q. How many were there in the engine room? — A. There were five greasers
and three engineers.

By Mr. Meredith :

2548. Q. How many were there in the stokeroom? — A. There were two engineers,
fifteen firemen, twelve trimmers and two leading hands.

2549. Q. Were the full complement in the engine room and the boilei room at the
time? — A. Yes, as far as my knowledge goes.

2550. Q. Do you know anything personally about the closing of the water tight
doors in the engine room? — A. Yes.

By Lord Mersey:

2551. Q. What do you know? — A. I gave the order to close 90 bulkhead door.

2552. Q. When ? — A. Directly after the collision. What I mean to say by directly
after is anything from 50 to 30 seconds.

2553. Can you tell us anything else about closing of the doors? — A. No, I can-
not say anything further.

2554. Q. Was the door closed? — A. Yes, sir.

By Mr. Meredith:

2555. Q. Do you know whether any of the people in the engine room were sent to
see that doors that opened on the engine room were closed ?-«-A. I cannot say.

2556. Q. You do not know that personally ? — A. No.

By Chief Justice McLeod:
2557. Q. Was there any water in the engine room ? — A. Not to my knowledge. We
saw the water running in and we closed the water tight door.

By Lord Mersey:
2553. Q.. Then there was some water? — A. Yes; but very little.

By Mr. Meredith :

2559. Q. Where did that water come from? — A. From the stokehole.

2560. Q-. That water that came from the stokehole came through the door you
saw closed? — A. Yes.

2561. Q. Is that a vertical door or a horizontal door? — A. A vertical door.

By Lord Mersey:

2562. Q. Where was that door in reference to you ? — A. Forward of where I was
standing.

2563. Q. Do you know where the ship was struck? — A. That I cannot say.

2564. Q. Can you tell us whether the water was coming from a point about where
the ship was struck? — A. That I cannot say. The v^ater just came up like that (indi-
cating).

Mr. Aspixall. — I have had made a very simple plan showing the decks, the various
bulkheads, the water lines and port holes which I think would be of very great assistance
to the court. If your Lordship would like to have that information I will hand it up.
(Plan handed in and marked 'I')-

LIDPJbLL

144 • MARINE AND FISHERIES

5 GEORGE V., A. 1915
By Lord Mersey :

2565. Q. Forward of the engine room is the stokehole? — A. Yes.

2566. Q. The water-tight vertical door which you spoke of was a vertical door
between the engine room and the stokehole, was it not ? — A. Yes, my Lord.

2567. Q. And that doorwas closed, as you say? — A. Yes.

2568. Q. Before it was closed water was coming in through it? — A. Yes.

2569. Q. Was much water coming in through it before it was closed? — A. There
was a good bit.

2570. Q. Sufficient to cause alarm as to the safety of the ship? — A. Yes, my
Lord.

2571. Q. Are there, on each side of the engine room, coal bunkers? — A. Yes, my
Lord.

2572. Q. Are these coal bunkers separated from the engine room by a longitudinal
bulkhead?— A. Yes.

2573. Q. Is the forward part of the coal bunker crossed by a longitudinal bulk-
head in which the vertical door wTas which you are speaking of? — A. Yes, right in the
centre.

2574. Q. Is the coal bunker closed at its forward end by a water-tight door? — A.
A water-tight bulkhead.

2575. Q. Is there a door in the bulkhead ? — A. Yes, a water-tight door.

2576. Q. Therefore, there is at the forward part of each coal bunker at the side of
the ship, a water-tight door. — A. The door I was speaking of is at the aft part of No.
4 stokehole, the aft part of the bunker?

Q. I know that and I am now speaking about another door. I want to know
whether there is not, in the bulkhead in which you closed the vertical door, another
door at the end of the coal bunker? — A. Yes.

2577. Q. And that is a water-tight door? — A. Yes.

2578. Q. Was that closed ? — A. I cannot say.

2579. Q. That might have been open? — A. That is not left to me. All these doors
and the doors in the bunkers is the work of the senior second engineer.

2580. Q. You cannot tell us whether this was closed or not? — A. I cannot say.

2581. Q. But if it was not closed the water wdiich you saw coming through the
door that you saw closed would come through the door that I am now speaking of? —
A. If it was not closed.

2582. Q. And you cannot tell us whether it was closed or not? — A. That I cannot
say.

, 2583. Mr. Meredith. — May I produce the copy of a plan that may show the posi-
tion of the boiler room and the engine room?

Lord Mersey. — No, I do not want it. Mr. Aspinall says that it will be of great
assistance to me but this plan only confuses my brain. In proper time they will come
in. You can show them to the witness in order to assist him and to show us wlnu
he is talking about, but the proper time to put these plans in is when you call the
builders, or the representatives of the builders, from whose possession I understand
these plans come.

Mr. Meredith. — That is absolutely agreeable to me. I thought that the court
might think the plan of some use.

Lord Mersey. — Is there anything else you wish to ask the witness?

Air. Meredith.— Only ono question.

Lord Mersey.— Let it be one.
By Mr. Meredith:

2584. Q. Was there any drill in regard to the closing of the water-tight doors in
the engine room and, if so, when and how ? — A. The water-tight doors were shut every
morning about ten o'clock.

LIDDELL

EMPRESS OF IRELAND— STORST AD COLLISION 145

SESSIONAL PAPER No. 21b
By Lord Mersey ;
2585. Q. Did that happen before you left Quebec? — A. Yes, sir.
Lord Mersey. — That is your one question.
Mr. Meredith. — That is my question, my Lord.

Cross-examined by Mr. Haight:
2*586. Q. Mr. Liddell, can you tell me the number of the bulkhead through which
you saw the water coming? — A. No. 90.

2587. Q. That is the number of the door, not the number of the bulkhead? — A.
That I cannot say; the number of the water-tight door is 90.

2588. Q. All the water-tight doors are numbered throughout the ship? — A. Yes,
Lord Mersey. — Mr. Aspinall, have you any transverse plan to show where this?

door was or where these doors were ?

Mr. Aspinall. — The plan I hand up will show that. (Plan handed up and marked

Lord Mersey. — I have marked on this plan the position of the door at the end of
the coal bunker which opens from the bulkhead into the engine room that this witness
speaks of. I am told that these doors which he says existed in the Empress of Ireland
are not indicated on the plan. Will you just look and see?

Mr. Aspinall. — I think this gentleman is wrong. I have not studied this part
of the case with great care but it came as a surprise to me that the doors which he
spoke of existed in fact. I do not think so. One of the doors does but not those at the
end of the bunkers.

Lord Mersey. — Yes, there is no doubt that the door that he spoke of as having
been closed exists and I suppose it is indicated upon that plan?

Mr. Aspinall. — It would be, my Lord.

Lord Mersey. — It has been suggested to me that there were longitudinal bulk-
heads on each side of the ship, to the starboard and port sides of the engine space and
that between these longitudinal bulkheads and the skin of the ship there were coal
bunkers — that in fact they formed the coal bunkers — and at the end of each of these
coal bunker spaces there were water-tight doors in the bulkhead, which doors opened
into the engine space and which are the doors which the witness has spoken of. On
the plan you have handed up no such doors are shown. Are you informed that these
doors do not exist?

Mr. Aspinall. — Yes, that is what I am informed.

Lord Mersey. — This witness was evidently under a wrong impression. Perhaps
he was answering, as so many witnesses do, rather from the suggestion that was made
to him — my suggestion — than from knowledge.

(To witness.)

Q. Are you sure you are following what I say? — A. Yes.

2589. Q. You heard it?— A. Yes.

2590. Q. Are you sure there were water-tight doors at the forward end of these two
coal bunkers ? — A. The bunkers you speak about are what we call reserve bunkers.

2591. Q. Call them what you like — are you sure that at the forward end of these
bunkers there were water-tight doors? — A. Yes.

Mr. Aspinall. — Mr. Hillhouse, the naval architect of Fairfields Shipbuilding Co.
is here and he could give you much more accurate information in regard to these points.

Lord Mersey. — It would be convenient, because we have to understand this gentle-
man's evidence, to call Mr. Hillhouse and to have him sworn now.

LIDDELL

216—10- I

146 MARINE AND FISHERIES

5 GEORGE V., A. 1915
Percy Hillhouse, naval architect, sworn.

By Lord Mersey :

2592. Q. Tell us about these supposed water-tight doors. — A. The two doors to
which the engineer has referred are in the bulkhead between the engine room and the
after boiler room at a higher level than the door which he saw closed. They are at the
fore end of the two coal bunkers which are situated one on each side of the engine
room between the lower and main decks and they are shown upon the lower deck plan of
the ship.

2593. Q. Let us see the lower deck plan. Is the sill of these two doors opening
into the coal bunkers higher than the top of the door that this witness speaks about as
having been closed ? — A. Yes.

2594. Q. They are not on the same level? — A. No, my Lord.

By Chief Justice McLeod:

2595. Q. How much higher would it be? — A. The sill of the door is about 14 feet
above the top of the other one.

Mr. Hillhouse retired.

Lord Mersey. — Is there any one who can tell us whether these bunkers were being
used as cargo space or as reserve bunker space on the occasion of this voyage ?

Mr. Aspinall. — I think the chief engineer would know; he must know. We have
him here and we propose to call him next.

Lord Mersey. — Be sure that he is asked the question.

R. Liddell, examination resumed: *

By Mr. Haight:

2591. Q. Did you, Mr. Liddell, notice the times at which you received orders to
stop and go astern ? — A. I cannot say.

2592. Q. Was there anybody who logged those bells which you received? — A. Yes.

2593. Q. Who?— A. Mr. White.

2594. Q. You did not look at the clock?— A. No.

2595. Q. You heard the testimony given by Mr. Brennan as to the gradual open-
ing of his throttle after you left Father Point, and so forth? — A. Yes.

2596. Q. Did you manoeuvre the starboard engine practically in the same way as
he did the port? — A. Exactly the same.

2597. Q. I have here a transverse plan of the bulkheads starting with No. 1 imme-
diately after the collision bulkhead and going down the steamer. Is that correct? —
A. Yes.

2598. Q. Through which of these bulkheads was the door open where the water
was entering — where the water came in from the stokehole? — A. Where your finger
is — the fourth one along; that is the door. (Referring to plan in the hands of Mr.
Haight).

2599. Q. That is the bow?— A. Oh, that is the bow of the ship?
(At this point the plan was placed before the witness.)

By Lord Mersey :

2600. Q. What is the number of the bulkhead?— A. No. 90 door.

2601. Q. Do you know what the number of the bulkhead is? — A. I cannot tell
you the number of the bulkhead.

2602. Q. What are the bulkheads numbered on that plan? — A. No. 0.
Mr. Aspinall. — That is right.

LIDDELL.

EMPRESS OF IRELAND— STORSTAD COLLISION 147

SESSIONAL PAPER No. 21b

By Mr. Haight:

2603. Q. You were standing aft of No. 6 bulkhead?— A. Yes.

2604. Q. You have no knowledge as to how far forward of No. 6 the hole was in
the starboard side of your ship?— A. None whatever.

By Chief Justice McLeod:

2605. Q. It was forward of No. 6?— A. Yes.
By Mr. Haight:

2606. Q. You closed the water-tight door as soon as you saw water coming in? —
A. I did not close it.

2607. Q. Was it closed?— A. Yes.

2608. Q. Was it before or after the fireman had come out of the stokehole? — A.
It was after one of two firemen had come out of the stokehole or the engine room.
The remainder, as far as I know, went up the ladder.

2609. Q. When you closed the watertight door did it effectively keep the water
out?— A. Yes.

2610. Q. When you left the engine room was it dry?— A. When I left the engine
room where I was standing was perfectly dry.

By Lord Mersey:

2611. Q. What had become of the water which came through the door before it
was closed? — A. It went over to the starboard side of the ship. I was standing in the
centre of the ship.

By Mr. Haight:

2612. Q. You were working the starboard engine? — A. Yes.

2613. Q. Which was the door you closed, the starboard or the port door? — A.
There is only one No. 90 door to my knowledge.

2614. Q. Is that on the starboard side or the port side — A. It is in the centre.

2615. Q. You spoke about the water rising like that and you made a gesture?—
A. Yes.

2616. Q. Where did the water rise as rapidly as that? — A. In the stokehole; it
came rushing through the door.

2617. Q. How long had you been on the Empress of Ireland? — A. Five years and
eight months.

2618. Q. Always in the engine room? — A. No.

2619. Q. Started as a fireman? — A. I started in the engine room and I have been
in the stokehole as well.

2620. Q. What is the system of your steering gear on the Empress of Ireland? —
A. Yes.

2621. Q. Have you ever happened to overhaul it? — A. Yes.

2622. Q. How often? — A. For eighteen months I was on the steering gear alone.

2623. Q. You mean working steadily on the steering gear — A. In charge of the
steering gear.

2624. Q. How often did you actually overhaul it and work on it? — A. I used to
go around every time in port and see that everything was correct.

2625. Q. What is the system? — A. There is one engineer

2626. Q. I mean what is the system of gear? — A. The telemotor.

2627. What is the telemotor gear? — A. It would take a long time to explain that.

2628. Can you outline it in a couple of minutes? — A. No.
Lord Mersey. — Don't try.

By Mr. Haight:

2629. Q. It differs from the ordinary steam gear in that you have a cylinder filled
with glycerine and when you turn the wheel the glycerine is forced from one end of the

LIDDELL.

216— 10£

148 MARINE AND FISHERIES

5 GEORGE V., A. 1915
cylinder to the other? — A. Glycerine and water.

2630. Q. And the glycerine works on the piston rods ? — A. Yes.

2631. Q. During the time you were in charge of the steering gear, did it at any
time give you trouble?

Lord Mersey. — At what time was he in charge of it?
By Mr. Haight:

2632. Q. When was the period of eighteen months that you were in charge of the
steering gear?— A. It dates back eight months from now. Previous to the present
day I was in charge of the steering gear.

By Lord Mersey :

2633. Q. For the eight months preceding the catastrophe you were not in charge
of the steering gear? — A. No.

2634. Q. Who was?— A. W. O'Donovan.

2635. Chief Justice McLeod.— You were in charge eight months previous to
that?— A. Yes.

By Lord Mersey:

2636. Q. There had been a great many changes from the time you gave up charge
of the steering gear to the date of the catastrophe? — A. Yes.

By Mr. Haight:

2637. Q. Did Mr. O'Donovan survive?— A. Yes.

2638. Q. Did you personally do any work at all on the steering gear during the
eight months preceding the catastrophe? — A. Yes.

2639. Q. How long before the collision did you work on the steering gear? — A.
We are always doing something at any part of the ship.

2640. Q. What was the last time you worked on the steering gear before this
collision? Was it the night of the collision? — A. I beg your pardon.

2641. Q. What was the time that you worked upon this steering gear last imme-
diately before the collision? — A. It is eight months ago.

2642. Q. I understood you to say that during the eight months preceding the
collision you had personally done some work on the steering gear although not in
charge ? — A. No, I have done no work.

2643. Q. Then you had never touched the gear at all during the eight months?
— A. I was in charge of the steering gear for 18 months I said, but eight months pre-
vious to the collision.

2644. Q. And during the eight months previous to the collision you never touched
the steering gear at all? — A. No.

2645. Q. Do you know whether there actually was some work done on the steer-
ing gear immediately after the Empress arrived at Quebec on her inward voyage before
she started out on this particular voyage? — A. I do not know.

2646. Q. Do you know whether the steering gear was overhauled? — A. I do not
know.

2647. Q. Wait until I finish the question. Do you know whether the steering
gear was overhauled between the time the Empress left her dock and the time she
reached Father Point ? — A. I do not know.

2648. Q. Have you had any discussion with O'Donovan at all about the steer-
ing gear? — A. No.

Lord Mersey. — Are you suggesting that the steering gear was not in proper
order ? :

Mr. Haight. — Yes, my Lord.

Lord Mersey. — \Vhy did not you put that question to the Captain?

LIDDELL.

EMPRESS OF IRELAND— STORSTAD COLLISION 149

SESSIONAL PAPER No. 21b

Mr. Haight. — Because I had not any information at the time the Captain was
on the stand.

Lord Mersey. — I suppose this is some information you have got within the last
48 hours ?— A. Yes.

Mr. Haight. — Yes, my Lord, within the last 12 hours. Mr. Newcombe is advised
of the information and has taken steps to call witnesses.

Mr. Newcombe. — I understand that my learned friend proposed to call wit-
nesses in regard to it.

Lord Mersey. — We will see, Mr. Newcombe.

Mr. Newcombe. — I would like to put one or two questions to Mr. Liddell, if I
might have a moment?

Lord Mersey. — Very well.

By Mr. Newcombe:

2649. Q. Did you state that you put the engines ahead immediately before the
collision? — A. I didn't state that.

2650. Q. Well, do you know anything about that, were they put ahead immediately
before the collision? — A. The telegraph rang full speed ahead.

2651. Q. And did she go full speed ahead? — A. We started it, and the collision
occurred.

2652. Q. How long before the collision occurred? — A. Well, the engines made, as
near as I can estimate, about five or six revolutions.

By Chief Justice McLeod:

2653. Q. Just immediately before the collision? — A. Yes.

Witness retired.

2654. Q. Lord Mersey. — Now, who is the next witness?

Mr. Meredith. — I would like to ask some questions of the chief engineer.

Lord Mersey. — How many witnesses are there from the engine room?

Mr. Aspinall. — In addition to those that have been heard and the chief engineer,
I have three officers. I do not think they will add anything to what has been already
proved, but they are here at the disposal of the Court if any one wants them. I do not
myself propose to call them.

Lord Mersey. — Well, Mr. Meredith, will you go ahead with the examination of the
chief engineer.

William Sampson, chief engineer, Empress of Ireland, sworn.

By Mr. Meredith:

2655. Q. What position did you occupy on the Empress of Ireland, Mr. Sampson,
at the time of the accident? — A. Chief engineer.

2656. Q. How long have you been chief engineer on the Empress of Ireland? — A.
I have been on her eight years on the 1st of March last.

2657. Q. How long have you been an engineer, for how many years, roughly
speaking? — A. Thirty-four years.

2658. Q. Before the Empress you were on other Canadian Pacific boats and other
boats? — A. Yes.

SAMPSON.

150 MARINE AND FISHERIES

5 GEORGE V., A. 1915

2659. Q. Now, you remember the ship reaching Father Point, do you? — A. I
do, sir.

2660. Q. Prior to her reaching Father Point, are you able to tell us whether
the ship on one or two occasions had slowed down on account of fog? — A. Yes, very
slightly, just a few minutes on each occasion.

2661. Q. On two occasions ?— A. Yes.

2662. Q. Xow, when she reached Father Point, when did you leave the engine
room, the superintendence of the engine room, how soon after ? — A. I do not take the
superintendence of the engine room.

2663. Q. Oh, I beg your pardon? — A. I am standing there looking around in
general about everything until we leave Father Point. That is generally my practice.

2664. Q. Well, then, how soon after the ship left Father Point did you go to
your room? — A. Oh, I suppose about five minutes.

2665. Q. Was the ship then on full speed ahead? — A. The telegraph was at full
speed and they were getting their steam up.

2666. Q. And the weather was clear? — A. As far as I knew by looking through
the port, I think it was clear.

2667. Q. Then about five minutes after leaving Father Point you went to your
room? — A. Yes.

2668. Q. Yours is an inside room? — A. Yes, amidships.

2669. Q. Xear the engine room? — A. About fifty feet abaft the engine room.

2670. Q. Xow, about when did you leave your room to go to the engine room? —
A. After I heard the engines going full speed astern.

2671/ Q. After you heard the engines going full speed astern, you left your
room and went to the engine room? — A. Yes, I went to the engine room.

2672. Q. What did you find? Did you find the full complement of engineers
at their places working? — A. Yes, sir.

2673. Q. Now, will you tell us what the full engineering staff on the Empress of
Ireland is so that we will have it before the court? — A. Eighteen officers all told,
that is, fifteen engineers, two electricians and myself as chief.

2674. Q. And what additional help have you in the engine room, besides the
officers? — A. Well, we have altogether 135 all told, that is divided into donkey-men,
storekeepers, greasers — I think there are eighteen greasers, six leading firemen, and
the remainder are divided between firemen and trimmers. The total is 135.

2675. Q. Xow, of all the engineers you have on that ship, what proportion of
them hold first-class certificates? — A. Eleven.

2676. Q. Can you state to the court the nature of the equipment in the engine
room? — A. I should say first-class order throughout.

2677. Q. Xow as to the steering-gear, in what condition did you find that? — A.
Perfect order.

2678. Q. And is this since you have been on the ship? — A. Always.

2679. Q. I understand you have been on the ship for eight years? — A. Yes, eight
years the first of starch last. Always in perfect order.

2680. Q. Are you in a position to give any information to the court as to the
signals from either ship? — A. No, sir.

2681. Q. Your cabin is an inside cabin? — A. Yes, an inside cabin.

2682. Q. Xow will you state to the court what you did when you got into the
engine room? — A. Well, on my way to the engine room I gave orders to everyone
that was standing around to get to the bulkhead doors as quickly as possible, to close
them; and I made my way to the engine-room, but on my way down, I noticed the
ship was listing badly, and as soon as I got down I saw the bulkhead doors just com-
ing down, that is, Xo. 90 bulkhead, which was just closing.

2683. Xo. 90? — A. Yes, that is Xo. 6 bulkhead as you have it on those plans.

SAMPSON.

EMPRESS OF IRELAND— STORSTAD COLLISION 151

SESSIONAL PAPER No. 21b

2684. Q. That is right. — A. That was just coming down, and of course that abso-
lutely cut off all water from the stoke-hold to the engine-room, and we were practically
dry, with the exception perhaps the starboard bilge would be flooded. I then gave orders
to try and get the bilge injectors under way.

2685. Q. To get rid of the water, to get it out of the ship? — A. To get ready for
it. I didn't think we were in such danger. And then I saw everything was stopped,
and I rang to the bridge to the Captain by 'phone, and I said a For Heaven's sake try
and beach her," and he said " Do the best you can," and we got the engines under way
a few minutes.

By Lord Mersey:

2686. Q. Do you mean a few minutes? — A. A few seconds, sir.

2687. Q. Then why do you say minutes when you mean seconds? — A. A few sec-
onds, sir, it was all done in a very short time I can assure you.

By Mr. Meredith:

2688. Q. Did the men remain at their posts, and if so, how long, and when did
they leave? — A. They remained until I told them to go away.

26S9. Q. And why did you tell them to go away, I suppose that is self-evident \ —
A. To try and get out as quickly as possible. I told them to go and save themselves.

2690. Q. Had you and the men any difficulty in getting up the ladder? — A. They
had. I could not have got up without their help. They stopped by me.

2691. Q. It has been said by the previous witness that there was drill in regard
to the closing of the doors ? — A. Always.

2692. Q. Are you present when that drill takes place? — A. Always either I or the
senior second engineer, but generally myself.

2693. Q. And that is done, I understand from the previous witness, eveiy morning ?
— A. Yes, every morning at ten-o'clock

2694. Q. After that is done, is any certificate to the effect it has been done handed
to the Captain? — A. Well, I wait at the engine-room door and notify the Captain on
going his rounds.

2695. Q. Lord Mersey. — So far, I have heard no suggestion that these drills were
not properly attended to, and I have heard no reflection upon either the conduct of the
men in the engine-room or upon the condition of the machinery, except the steering
gear, and I shall assume that everything is in order unless someone suggests to me
that it was not.

Mr. Meredith. — I quite understand that, my Lord, but I was anxious that the
Court should be informed.

Lord Mersey. — I think it is altogether beside what we have to do.
Mr. Meredith. — I thank your Lordship, I have no more questions.

By Mr. Haight:

2696. Q. When you left the engine-room, Mr. Sampson, after the Empress had
started away from Father Point, I understood you to say that the telegraph stood at
full speed ahead and that you were getting up steam f — A. That is right.

2697. Q. How many pounds of steam did you then have? — A. I couldn't say, I
was not down below.

2698. Q. Would anybody know? — A. Yes, I should think so. I will give an
approximation — I should think she would have 200 pounds.

2699. Q. You think she would have 200 pounds?— A. Yes.

2700. Q. And your maximum is what ? — A. 220.

2701. Q. That is your safety valve blows off at 220 ?— A. Yes.

2702. Q. Did you yourself hear any whistles blown by the Empress? — A. Xone
whatever.

SAMPSON.

152 MARINE AND FISHERIES

5 GEORGE V., A. 1915

2703. Q. Whenever any repair work is needed on any part of your engine, includ-
ing the steering gear, are you informed ? — A. I give the orders, as a rule.

2704. Q. Then if there is any trouble with the steering gear in particular, a report
would be made to you to that effect? — A. Naturally, I should imagine so.

2705. Q. Has that been the past experience? — A. Always.

2706. Q. And during the time you have been Chief Engineer on the Empress of
Ireland, how often have you received a report that the steering-gear needed over-
hauling for one reason or another? — A. That it needed overhauling?

2707. Q. Yes? That it needed overhauling, that it was not working well? — A.
Well I don't think I have heard it above once or twice in the whole eight years.

2708. Q. Well, when was it you last got such a report? — A. I really couldn't say,
it is so long ago.

2709. Q. Have you had the telemotor system on the Empress since she was built?
—A. Yes.

2710. Q. Now what has been the nature of the complaint when you did get a
report that it was not working right? — A. Well I have never heard of it being really
out of order. Perhaps there was a little water passing the leathers, but that is neither
here or there. It might want pumping up. That is the only thing that I know of.

2711. Q. Have you ever heard the report that your steamer did not steer well,
and when they wanted to change the course and sheer from one side, the wheel had
to be put all the way over to counteract a sheer? — A. I don't know anything about
that.

2712. Q. Have you ever heard quartermasters complain that it was so hard to
turn your wheel to pump the glycerine from one side to another, that a man had to
physically strain himself to do it? — A. There is no necessity to strain with that gear.

2713. Q. Have you ever heard of a complaint from a quartermaster that he did
have to strain himself? — A. I don't take quartermaster's reports.

Lord Mersey. — Please answer the question . . . Have you ever heard of such a
complaint from a quartermaster? — A. I never heard a quartermaster complain.

By Mr. Haight:

2714. Q. Have you ever heard that a quartermaster did complain? — A. Never to
my knowledge.

Lord Mersey.^— Will you please suggest to us, Mr. Haight, what the quartermaster
complained of, when he complained, and what he said when he did complain? — A. I
haven't the information, my Lord, in quite as specific a form as that.

Lord Mersey. — Then put it in the unspecific form, only let us have it.

Mr. Haight. — My information is . . . I don't know the man's name nor the time it
happened, but my information is that one of the quartermasters on the Empress of
Ireland threatened to bring suit . . . grotesque as it may seem . . . against the Canadian
Pacific Eailway Company, because he had been strained in working the steering gear on
the Empress of Ireland. Have you ever heard of that, Mr. Sampson ? — A. He must be
a very weak man indeed or a baby.

2715. Q. I think the name "of the quartermaster was Cadwadaller. Do you
remember any such man ? — A. No, sir.

Lord Mersey. — A Welsh name, evidently.

By Mr. Haight:

2716. Q. You yourself have never heard it was difficult to turn the wheel and pump

the glycerine from one side to the other ? — A. No, sir.

2717. Q. How often is the glycerine changed?— A. Well, it is made up probably
every three or four months. There is apt to be a little leakage through and that is
made up.

SAMPSON.

EMPRESS OF IRELAND— STORSTAD COLLISION 153

SESSIONAL PAPER No. 21b

2718. Q. Does the consistency of the glycerine alter any while it is in the cylinder ?
— A. No, I don't think so.

2719. Q. It does not thicken ?— A. Not a bit.

2720. Q. Have you ever worked at the wheel yourself? — A. Yes.

2721. Q. Does it happen if you put the wheel over rapidly and let it go it will of
itself start back again ? — A. Sure.

2722. Q. Why is that? — A. As soon as you get it to the piston on the other side it
brings it back to the central position.

2723. Q. My information may be very imperfect, but as I understand the tele-
motor system, when you turn the wheel to starboard you pump an amount of glycerine
from one side of the cylinder to the other? — A. You actuate the steam-engine from
your motor.

2724. Q. What is that ? — A. You actuate your steam valve. That does the steering.

2725. Q. But does the glycerine, as it empties one side and fills the other, start the
steam valve upon that side ? — A. The piston.

2726. Q. And then as long as the wheel remains in that position the rudder will
continue to be turned in the appropriate direction? — A. True.

2727. Q. So your wheel must be brought amidships in order to have the steam
bring your rudder back amidships ? — A. No, no, the wheel does that itself. That comes
back itself by releasing the wheel; that comes back to amidships position.

2728. Q. If then your system is in perfect order, your wheel will come back to
amidships automatically? — A. Sure.

2729. Q. Now, what would be the defect which would cause it not to come back
automatically ?— A. Well I can't say that.

2730. Q. Suppose some glycerine had leaked out of the cylinder, would that do it?
— A. But we don't allow it to do so. '

2731. Q. But would it, if you did allow it to do so ? — A. Of course it would if the
system is slack.

Lord Mersey. — Not to waste too much time on this, Mr. Haight, can you tell us
when it was that this complaint was made which you are referring to?

Mr. Haight. — Well, your Lordship, I haven't the hour.

Lord Mersey. — Oh, never mind the hour.

Mr. Haight. — Well, I haven't the day, nor the month, nor even the year, but I
will have before the day is out.

Lord Mersey. — Who is going to bring the information ?

Mr. Haight. — A former quartermaster of the Empress, and the man who was at
the wheel of the Empress from ten o'clock to twelve on the night of the collision.

Lord Mersey. — Is he the man that made the complaint?

Mr. Haight.1 — No, my Lord.

Lord Mersey. — The man who made the complaint was named Cadwallader, 1
understand ?

Mr. Haight. — That is my information, my Lord.

Lord Mersey. — Where is he?

Mr. Haight. — I don't know my Lord.

Lord Mersey. — Does he exist?

Mr. Haight. — I have only been told of him, and so cannot say for certain that he
does exist, but the man who does exist, my Lord, was at the wheel of the Empress up
to twelve o'clock on the night on which she sank.

Lord Mersey. — Now, that is very much to the point.

2732. Q. Do you know, Mr. Sampson, who was at the wheel up to midnight before
this accident? — A. No, sir.

SAMPSON.

154 MARINE AND FISHERIES

5 GEORGE V., A. 1915

2733. Q. Does anyone know? — A. I presume the captain will know.
Lord Mersey. — Where is the captain?

Captain Kendall. — Here, sir.

2734. Q. What is the name of the man who was at the wheel up to midnight on
the night of the accident?

Captain Kendall. — Galway, I believe, sir.

2735. Q. Is he in court?

Captain Kendall. — I believe so.

Lord Mersey. — In the meantime, Mr. Haight, will you please continue with the
examination of the Chief Engineer.

By Mr. Haight:

2736. Q. You, Mr. Sampson, as 1 understand it, heard absolutely no complaint
that the steering gear of the Empress during the watch from eight to twelve, while you
were on the way down the river, had been giving trouble? — A. None whatever.

2737. Q. Were you on duty while the Empress was coming up to Quebec on her
westbound voyage, immediately before the accident .... are you usually in the
engine room when going up and down? — A. Between my room and the engine room.
Probably on deck.

2738. Q. Do you happen to remember hearing that on the way up, and just before
you got to Quebec, perhaps an hour or two before, there was a sheer on your vessel and
that you nearly ran down a two-masted schooner? — A. I never heard that.

Lord Mersey. — When did you first get that suggestion, Mr. Haight?

Mr. Haight. — About nine o'clock last night, my Lord, from the same witness.

Lord Mersey. — Because it is difficult to deal with this case if all the witnesses go
out of the witness box without having these circumstances put to them. Captain
Kendall was never asked a word about this. It may be that your information comes
to you extremely late, but I wish you would take care to inform the other side of these
facts, so they may be able to deal with them — if they be facts.

Mr. Haight. — Possibly, my lord, you would like me to make a statement of what
I heard and from whom I heard it?

Lord Mersey. — Might I suggest to you not to pay too much attention to little bits
of suggestions. I get by post every morning all sorts of suggestions, and if I wanted
to attend to them all I should never come to the end of my business. So don't be mis-
led. Now let us hear what you have to say, Mr. Haight.

Mr. Haight. — Does your Lordship desire that I should state how I happened to
hear it?

Lord Mersey. — By all means.

Mr. Haight. — Last night about seven o'clock my telephone rang, and a man said
'I am a quartermaster on the Empress, can I see you?' I said 'Have you been
called as a witness ?' I thought it was our friend Murphy.

Lord Mersey. — But none of the quartermasters have been examined?

Mr. Haight. — Yes, my lord, Murphy, the last witness examined yesterday after-
noon, was one of the quartermasters. I thought it was possibly Murphy, and I asked
him if he had been called, and he said ' No.' I asked him if he was to be called, and he
said ' No.' I waited a moment and then I said to come up. I telephoned my partner,
Mr. Griffin, to come in. The man came into the room and said: 'I was a quarter-
master on the Empress, and I have been advised by some representative of my union
to come and see you.'

Lord Mersey. — Do you know anything about this, Mr. Gibsone?

SAMPSON.

EMPRESS OF IRELAND— STORSTAD COLLISION 155

SESSIONAL PAPER No. 21b

Mr. Gibsone. — Nothing whatsoever.

Mr. Haight. — I asked him if it was Mr. Gibsone who had advised him to come
and see me, and he said no, it was one of the members of the union, a delegate or
something.

Lord Mersey. — Did you ask the name of the delegate.

Mr. Haight. — I don't remember that I did, my Lord.

Lord Mersey. — Or where he was did you ask him that ?

Mr. Haight. — No, my Lord, but I had much better information a moment later.

Lord Mersey. — Very well he said he had been advised by a delegate of his

Union to come and see you, I understand?

Mr. Haight. — Yes, and he said that he had been requested by the C.P.R. officials
to take a steamer back, that he had been told to go on one steamer and had declined.
I was skeptical, my Lord.

Lord Mersey. — You were quite right.

Mr. Haight. — I thought, my Lord, that when he said to me that the attorneys
for the C.P.R. did not want him, and, therefore, he had been told that perhaps I
would, that it was a direct bid for bribed testimony.

Lord Mersey. — Did he want some money from you?

Mr. Haight. — He did not, my Lord. I very nearly showed him the door. But
when he made the statement that there was trouble with the steering-gear, I then did
not open the door. He told me that for five minutes on the way down the river the
steering-gear did not work, on the night of this accident. I immediately left my
room

Lord Mersey. — Had you found out his name by this time?

Mr. Haight. — Yes, my Lord, I had his name before he had been inside the room
two minutes.

Lord Mersey. — What was his name?

Mr. Haight. — James F. Galway.

Lord Mersey. — Why isn't he here?

Mr. Haight. — He is to be here at two o'clock.

Lord Mersey. — Where is he now?

Mr. Haight. — At the Neptune Inn.

Lord Mersey. — I think it will be wise for you not to leave him too long in the Inn.

-Mr. Haight. — I was exceedingly skeptical of the entire story, my Lord, until he
showed me a letter, dated June 12th, 1914, reading as follows : ' Captain Griffith,
ss. Montreal. .. .

Lord Mersey. — From whom is that letter?

Mr. Haight. — It is signed by John F. Walsh, Chief Marine Superintendent of the
C.P.R., on the Canadian Pacific Railway Company's letter-head.
Lord Mersey. — Who is Mr. Walsh?
Mr. Aspinall. — He is the Marine Superintendent of the line.

Mr. Haight. — The letter read : ' Dear Sir, — .... this is to the Captain of the
Montreal . . . . * Please arrange to sign on the bearer, J. Galway, as supernumerary
quartermaster for passage home. He is one of the crew who was saved from the
Empress of Ireland/ Then he said to me ' I didn't want to go on the Montreal. . .

Lord Mersey. — Is that all the letter?

Mr. Haight. — Yes, my Lord.

Lord Mersey. — What is the significance of it?

SAMPSON.

156 MARINE AND FISHERIES

5 GEORGE V., A. 1915

Mr. Haight.— The significance is that he told us, my Lord, that he had been told
by the C.P.R. people to start for the other side, and he further told us : < I did not
want to go ; I did not take the Montreal, and I have now been told to sail to-morrow at
four o'clock on the Calgarian.'

Lord Mersey. — Had he been applying to be taken on ?

Mr. Haight.— No, my Lord, he told me he had seen a representative of the C.P.R.
in Montreal, and had been told to keep his counsel.

Lord Mersey.— Then is it your suggestion, Mr. Haight, that somebody connected
with the C.P.R. as you call it, was attempting to get this man out of the way?
Mr. Haight. — I regret to say, my Lord, I can think of no other explanation.
Lord Mersey. — Then that is your suggestion.
Mr. Haight. — It is my suggestion.

Lord Mersey. — It is a very serious suggestion to make, Mr. Haight.
Mr. Haight. — I fully realize it, my Lord.

Lord Mersey. — It contains a very gross charge against somebody, and ought not
to be made except on the very gravest suspicion. At present, you tell me of nothing
which raises the least suspicion in my mind. You must get the man.

Mr. Haight.— The next thing I did, my Lord, after he had told me that he had told
Mr. Walsh, and at least one other representative man, the story he had told me, I imme-
diately left my room — and probably this transpired in fifteen minutes — I immedi-
ately left my room to find Mr. Newcombe and Mr. Johnson. I fully realized the
gravity of the situation. I did not consider it proper that a man should go on the
stand, making a charge of that kind, with any atmosphere surrounding him which
would inevitably surround him if he was examined by a partisan attorney representing
one of the steamers as against another. Nor did I consider it wise that I, as counsel
for the Storstad, should make the definite decision as to whether his charge was grave
enough to justify it being even mentioned in open court. I found Mr. Johnson, and
I told him in the corridor of the hotel the precise statements that Galway had made,
and asked him if he would come to my room, and if he would also communicate with
Mr. Newcombe and bring him. I wished them to see the witness, and I wished them
themselves to ask him questions in order that the responsibility of making the state-
ment I am now making should not rest solely upon my shoulders. Shortly after, Mr.
Johnson and Mr. Newcombe came to my room. They questioned the man. They
applied to your Lordship for a subpoena and served the subpoena upon him in my room.
They know every word that I know, and they felt that the situation was such as to jus-
tify his being subpoenaed.

Lord Mersey. — Now, if there is anything more that is material to tell me, by all
means tell it to me, but what must be done is to get the man here. That is obvious,
and the sooner he is brought here and the sooner this story is cleared up, the better.

Mr. Haight. — Yes, my Lord.

Mr. Newcombe. — He was subpoenaed to be here at ten o'clock this morning.

Mr. Haight. — Mr. Newcombe has also subpoenaed the ofiicers of the steamship
Alden. Your Lordship will remember she was mentioned when the captain was on
the stand.

Lord Mersey. — I don't remember that steamer. I remember the Lady Evelyn
and another.

Mr. Haight. — The Alden was a cargo boat bound up the river about three hours
ahead of the Storstad. I asked Captain Kendall if he remembered passing her, and he
said he did not We shall have her as well on the question of the steering.

SAMPSON.

EMPRESS OF IRELAND— STORSTAD COLLISION 157

SESSIONAL PAPER No. 21b

Lord Mersey. — Let us bring it down to a point, the charge is that there was some-
thing wrong with the steering-gear. .. .is that correct?

Mr. Haight.— Yes, my Lord.

Lord Mersey. — And this man Galway can tell us what it was?

Mr. Haight. — Yes, my Lord, and he can tell us that three hours before the
Storstad and the Empress collided the Alden and the Empress very nearly collided up
the river.

Lord Mersey. — That is what he is coming here to tell us.

Mr. Haight. — I have the pilot of the Alden and the navigating officer of the
Alden on the train, to be here at two o'clock.

Lord Mersey. — Can you, in the meantime, get this gentleman from the Neptune
Inn? How far away is the Neptune Inn?

Mr. Haight. — The Neptune Inn, my Lord, is where the C.P.K. members of the
crew are generally quartered as guests of the company. He can certainly be here. . . .
If your Lordship will adjourn for an hour and a half for lunch. . . .

Lord Mersey. — How soon can you get him here? In the meantime find him and
finish with the witness in the box.

Mr. Haight. — I have no further cross-examination, my Lord.

Lord Mersey. — Have you any questions to ask, Mr. Newcombe?

Mr. Newcombe. — No, my Lord.

Lord Mersey. — Mr. Gibsone?

Mr. Gibsone. — No, my Lord.

Lord Mersey. — Very well, now, Captain Kendall, will you go back in the box
please?

Mr. Gibsonie. — May I state, my Lord, that I personally have no knowledge what-
soever about this man, Galway. I do not know whether the union I represent is the
one referred to, but I should like to say that I myself know nothing whatever about it.

Lord Mersey. — You have heard nothing of this story?

Mr. Gibsone. — Nothing, my Lord.

Mr. Haight. — You represent the Liverpool "Union ?

Mr. Gibsone. — Yes. Of course, I do not contradict anything that Mr. Haight has
said.

Lord Mersey. — Now, Captain Kendall, will you please step into the witness box.

Captain Kendall. — Yes, my Lord.

Lord Mersey. — Now, Mr. Haight, will you please cross-examine the Captain with
regard to these charges which you say Galway is prepared to substantiate.

Mr. Haight. — Yes, my Lord.

Captain Kendall, recalled.

2739. Q. Captain Kendall, were you on the bridge all the way from Father Point
up to Quebec while the Empress was finishing her westbound voyage? — A. Yes, most
of the time.

2740. Q. Do you remember passing a two-masted schooner which was apparently
light and was bound down the river while you were coming up, about at the Traverse,
below Quebec? — A. Yes, I do, many. Not one, many schooners. Not one.

2741. Q. Well, were there many schooners right at the Traverse ?s— A. Yes, I should
say anything between six and ten.

2742. Q. Do you remember clearing one by less than ten feet? — A. No.

KENDALL..

158 MARINE AND FISHERIES

5 GEORGE V., A. 1915

2743. Q. Do you remember at any place, above or below the Traverse, clearing one
sailing vessel by about ten feet? — A. No, but in the Traverse it is very narrow, and you
always pass vessels very close to. It is impossible to do otherwise.

2744. Q. Do you remember that your steamer at that point took a sheer in the
neighbourhood of two points, and that the wheel was put hard over, and she just did
come over in time to avoid hitting something? — A. No, never.

2745. Q. Have you ever known of an occasion when your steamer has steered badly
to the extent of the wheel having to be put hard over to counteract an ordinary sheer ? —
A. No, never.

2746. Q. Well, is it your testimony that as a matter of fact it never has occurred
that the Empress sheers badly? — A. No, never.

2747. Q. It is not possible then that while you were bound down the river, and
another man up, that your steamer could sheer so that she first shut out the port light
and showed the starboard and then swung back and shut out the starboard and showed
the port? — A. Not through any mechanism of the ship.

2748. Q. Well, would your boat under any condition which would be found in the
river, about three hours before you reached Father Point, sheer to that extent so as to
shut one light out and then the other of the vessel coming up the river ? — A. No.

2749. Q. Now, Captain, were you on the bridge continuously for the four or five
hours preceding your arrival at Father Point? — A. I was on the bridge practically all
the time from Quebec.

2750. Q. I want to know whether you were on the bridge absolutely all the time
during the five hours preceding -your arrival at Father Point ? — A. Yes, except to go
into my room for a cup of coffee.

2751. Q. That would not be long enough for a vessel to pass? — A. Five minutes.

2752. Q. When you went in to get your cup of coffee, was there any steamer close
at hand ? — A. That I can't say.

2753. Q. You wouldn't leave your bridge with a vessel within half a mile of you? —
A. No, it was a clear night and we could see a long way.

2754. Q. Do you remember when you got your cup of coffee? — A. No, I do not.

2755. Q. You have no recollection of passing the steamship Alden, a freight boat,
a collier, called the Alden, between nine and ten o'clock on the night of the accident?
— A. No, we pass vessels at night but it is impossible to get their names — not impos-
sible, but they don't Morse much, the majority don't Morse, especially the colliers.

2756. Q. On your way in, after you had left Father Point on the termination of
your westbound voyage, did you receive any report about or know that there was any
trouble with your steering gear? — A. None whatever.

2757. Q. On the way down on the night in question between ten and twelve
o'clock, were you then to the best of your recollection on the bridge? — A. Yes, on the
bridge.

2758. Q. Did you receive no information from the officer on watch that your
steering gear had stopped working? — A. No, none whatever.

2759. Q. Who were the officers on watch between 10 and 12 o'clock that night?
— A. the officers on watch between ten and twelve were Mr. Williams and Mr. Tunstall.

2760. Q. Are they here? — A. No, they are drowned.

2761. Q. Both of them have been lost ?— A. Yes.

Mr. Aspinall. — My Lord, may I ask a question?

Lord Mersey. — Do you want to ask any questions about this, Mr. Aspinall?
Mr. Aspinall. — Well, if your Lordship attaches any importance to it I would like
to ask some questions.

Lord Mersey At present I do not attach any importance at all to it. Of course

I don't know what importance may attach to it until I hear this man Galway. How-

KENDALL.

EMPRESS OF IRELAND— STORSTAD COLLISION 159

SESSIONAL PAPER No. 21b

ever, it is for Mr. Haight to consider whether this other inquiry is to be continued.
You may later on ask any questions you may desire.

Is Mr. Walsh here?

Mr. Holden. — Yes, your Lordship.

Lord Mersey. — Then let Mr. Walsh come forward.

Captain John F. Walsh, Chief Marine Superintendent of the C.P.K., sworn.

Lord Mersey. — Now, Mr. Haight, will you please ask him whatever questions you
please.

By Mr. Haight:

2762. Q. Captain Walsh, you are the Chief Marine Superintendent of the C.P.K. ?
— A. I am.

2763. Q. And you have been for how long? — A. Eleven years as Marine Superin-
tendent and Chief Marine Superintendent.

2764. Q. Are you aware that on June 12th a letter was written to which your
name was attached, addressed to the captain of the Montreal, asking him to take J.
Galway as supernumerary quartermaster for the passage home? — A. Yes, I remember.
I did not give the order as supernumerary quartermaster, but it is usual for us in
the Canadian Pacific that when an officer or master or foreman or sailor is sent home
we give him passage home wherever there is a chance, and we try to put them on the
rank they held on the last ship.

2765. Q. Will you be good enough to look at the letter which I now show you and
state by whom your signature was attached? — A. The initials are those of my chief
clerk.

2766. Q. Was the letter written by him with your authority? — A. The letter was
written on my authority, setting aside a previous instruction given to this man
Galway. Galway with many other men, who were of the crew of the ship and was
not needed by our people as witnesses, were sent home on the steamer Qorsican and
one other ship. There were two steamers that took a lot of the men home. Galway
was one of the men ordered home. I understood he was not needed any more than
the other men who were sent away, and I gave orders that he should go with the
others. Later on, Galway turned up and was asked why he had not gone, and he lold
me his laundry had not arrived in time, so that he did not embark.

2767. Q. Now, Captain Walsh, why was he ordered home? — A. Well, in conjunc-
tion with all the others who were not needed, who formed the larger body of the
ship's crew, he was ordered home.

Lord Mersey. — Well, let us get to the point — did Galway ever make any com-
plaint to you? — A. Galway came to me, my Lord, and said he didn't want to go
home, and I asked him why, and he said because his laundry had not arrived in
time.

2768. Q. Did he make any complaint about the steering gear? — A. He said that
he wanted to make some statement about the steering gear, and I said if he had any
statement to make he should make it to the solicitors, and I

By Mr. Haight:

2769. Q. Did he specifically tell you the steering gear had broken down during
his watch on the night of the catastrophe? — A. He did not, not specifically, but he
told me, my Lord, that he had a complaint to lodge.

2770. Q. Did you ask him what it was? — A. I asked him, and he said that ho
had a complaint to lodge re the steering gear. He said he din't think the steering
gear acted properly, and the conversation between him and I was this: I said:

WALSH.

160 MARINE AND FISHERIES

5 GEORGE V., A. 1915

' You were on watch between 10 and 12,' and he said, ' yes, I was on the watch between

10 and 1 2,' and I said : ' You were in narrow water between 10 and 12

you say she was jammed for how long?' And he said she was jammed for five
minutes, and I said ' Really, five minutes in a 300-foot channel, or perhaps double
that or treble that, your ship would be ashore. ... do you know how far a ship
would go in five minutes ? ' And then I told him how far a ship would go in five
minutes at a speed of 17 and a half knots. After that I understood he felt he hadn't
anything more to say. And I was surprised to see him afterwards. He then said
he didn't want to go home, but he wanted to make some statement to someone else, and
I said : ' You are at liberty to make what statement you like to whom you like. . .
' we can't force you and we won't force you to go if you like to remain.' And ever since
we treated him as a guest of the Canadian Pacific Railway in the same way as we have
treated every member of the crew and every passenger that was on the ship while it
was lost.

2771. Q. Is he being kept at present at the Neptune Inn at your expense? — A. My
Lord, he turned up the night before last and came to see me at the Chateau Fronte-
nac, and I said 'What, have you come over? Why have you come?' And he said
that he didn't know why he had come and then a few minutes later the chief steward
of the late Empress came and said : l This man tells me he wants you to put him up.'
And I said, ' Of course, let him go down to the Neptune Inn as a guest of the com-
pany, in the same way as every other man belonging to the ship has been treated.'

2772. Q. This was the night before last? — A. Yes, he came to me at the Chateau
Frontenac; he had just turned up, having apparently been in Montreal all the time,
and he told the chief steward to tell me he had no lodgings, and I gave instructions
at once that he was to be put up at the Neptune Inn in the same way as all the others.

Lord Mersey. — Well, Mr. Haight, now it appears he came to this gentleman the
night before last, and all the consolation he got from him was lodgings at the Neptune
Inn, and he came to you last night isn't it last night that he came to you ?

Mr. Haight. — Yes, my lord.

Lord Mersey. — And he didn't get anything from you at all?

Mr. Haight. — No, my Lord.

2773. Q. Captain Walsh, did you know that the man was told to take the steamer
that leaves this afternoon at four o'clock? — A. No. I have no knowledge of that, but
I told him he was at liberty to go home by any other ship, that as far as we were con-
cerned we didn't 'need him as a witness, that is all.

2774. Q. Did you, when you ordered or instructed him to go back on the Alsatian,
do so with the understanding that there was nothing in his complaint about the steer-
ing gear, and that he knew absolutely nothing about the collision? — A. There was no
individualism re him, but in company with others he was to go home on the Alsatian,
and I had no knowledge of his existence until after the ship had sailed and he came
to me and told me he had missed his laundry.

By Lord Mersey:

2775. Q. Did you know anything of this complaint of his about the steering gear
until after you had arranged for tim to go home by the steamer you have mentioned?
— A. Not, my Lord, until after the Alsatian had sailed. He came to me after she had
sailed, and I thought then that he was on his way to Liverpool.

By Mr. Haight:

2776. Q. But after the Alsatian had sailed he comes in and tells you this story,
and you then give him a letter addressed to Captain Griffiths, instructing Captain
Griffiths to take him over on the Montreal as supernumerary quartermaster? — A. When
he came, I gave him the option

WALSH.

EMPRESS OF IRELAND— STORSTAD COLLISION 161

SESSIONAL PAPER No. 21b

2777. Q. Oh, yes, I know, please Captain Walsh .... is it not true that
you gave him a letter addressed to Captain Griffiths after he had made the complaint
about the steering gear? — A. Yes, it is true.

2778. Did you then know the man had any information outside of the knowledge
he claimed to have regarding the steering gear ?— A. Yes, he explained he had a fault
to find.

2779. Q. But apart from that, did you know he was on deck or asleep or where he
was. . . .had you made any inquiries ?— A. All I had knowledge of was that he didn't go
to his boat the same as the other men. Instead of rushing to his boat the same as the
other men did, he went away to reach his room to get his life belt, when his duty was
to rush to his boat. He was the one man that failed.

2780. Q. Did you hear that he had rushed to his room to waken up his mates?—

Lord Mersey. — Is that part of the story he told you, Mr. Haight ?

Mr. Haight. — Yes, my Lord.

Lord Mersey. — He has been telling you other stories?

Mr. Haight. — He said he had been to his room to wake up his mates, and then
when he came back the ship was listed so he stayed on the deck.

Lord Mersey. — I want to ask you a simple question, Captain Walsh, which I wish
you to answer:

2781. Q. Is there any truth in the suggestion that by reason of the charge which
this man is said to have made against the steamer here, you wished or planned to get
him out of the way? — A. Absolutely none, my Lord.

By Mr. Haight:

2782. Q. Did you, when you ordered him to take the Montreal, know that he had
been on deck before the collision and had knowledge regarding it? — A. If you please,
you have asked two questions at once. Will you ask them separately? The latter one
I can answer.

2783. Q. Did you know he was on deck before the collision when you first told him
to go on the Alsatian and subsequently on the Montreal? — A. No, I had no real know-
ledge, and I gave him no order to go on the Montreal. He had the option to go if he
cared to. I couldn't order him to go ; he was a free agent.

2784. Q. When you gave him the letter to Captain Griffiths, did you then know
he was on the deck for some little time prior to the collision ? — A. No, I had no know-
ledge.

2785. Q. Will you please look at the clipping from the Montreal Gazette of Sat-
urday, June 6th, 1914, which purports to give a description of the collision by quarter-
master Galway and a statement from him as to the circumstances surrounding it? — A

— My Lord, with regard to the newspapers the newspapers have reported me as

having said things. . . .there are reporters in the room looking at me now whom I have
had to go to and tell them they have reported me as saying things that I never said,
and in fact anything in any newspaper is to my mind unworthy of any attention at all.

Lord Mersey. — That is rather sweeping? — A. As far as I am concerned, my Lord,
that is the experience I have had.

Lord Mersey. — What part of this document do you wish the witness to look at, Mr.
Haight?

Mr. Haight. — I only wish to know whether that interview was brought in any
way to the notice of the witness.

Lord Mersey.— What interview ?

Mr. Haight.— An interview in the Montreal ' Gazette ' of June 6.

WALSH.

21&— 11

162 MARINE AND FISHERIES

5 GEORGE V., A. 1915

2786. Q. Did you ever see or know that such an interview as that had been
printed, Captain Walsh? — A. Absolutely no. I have no knowledge of any interview
with Galway.

Mr. Haight. — I will ask, my Lord, that the letter signed in Captain Walsh's
name be filed as Exhibit No. 8 of the Storstadt

Lord Mersey. — Certainly, Mr. Haight.

Mr. Aspinall. — I wish to ask this gentleman a few questions.

Lord Mersey. — Certainly, Mr. Aspinall. In the meantime my colleagues would
like to have those two blue prints handed up.

By Mr. Aspinall:

2787. Q. Captain Walsh, you had arranged, I understand, to send this gentleman
home, originally? — A. In conjunction with others, yes.

2788. Q. He subsequently mentioned this complaint to you? — A. Yes.

2789. Q. Did you at once give information to that effect to the legal advisers of
the Canadian Pacific Kailway Company? — A. I did.

2790. Q. And what instructions did they give to you after you had given them
that information? — A. The instructions I got was to treat him exactly the same as
any other witness.

2791. Q. Was he to be sent home or kept ? — A. He was to be kept if he wished to

Mr. Haight. — May I interrupt with another question or two? '
Mr. Aspinall.— Certainly.

By Mr. Haight :

2792. Q. Did you, Captain Walsh, ever hear of a trimmer by the name of
Fournier who shipped as Harry White? — A. I know nothing of him. Fournier I
never heard of before. White, I have heard of.

2793. Q. Harry White? — A. I don't know him at all as an individual.

2794. Q. Do you know there was a trimmer who signed on under the name of
Harry White who joined the ship at Quebec? — A. I have no knowledge, I was not
here when the ship sailed.

2795. Q. Have you had any report subsequently to show that? — A. No, I nev3r
heard the name before.

Lord Mersey. — Is this the same man.

Mr. Haight. — This is another man, my Lord, that we have been trying very hard
to get.

Lord Mersey. — And when did you hear of this man?

Mr. Haight. — We heard of Fournier a week or ten days ago.

Lord Mersey. — What did you hear of him a week or ten days ago ?

Mr. Haight. — He was quartered here in Quebec at Blanchard's Hotel, also as a
guest of the C.P.K. We heard information, not through the press, but indirectly, that
Fournier stated that he was on deck prior to the collision, and that the Empress was
moving rapidly.

Lord Mersey. — When did you get this information ?

Mr. Haight. — We got that information on, I think, it was Wednesday of last week.

Lord Mersey. — How many days ago?

Mr. Haight. — About a week ago, my Lord.

Lord Mersey. — About a week ago you had this information ?

WALSH.

EMPRESS OF IRELAND— STORSTAD COLLISION 163

SESSIONAL PAPER No. 21b

Mr. Haight. — Yes, my Lord, about a week ago.

Lord Mersey. — And if you thought it of the slightest significance why didn't you
put it to the Captain in the box ?

Mr. Haight. — I did put it to Mr. Holden and Mr. Newcombe.

Lord Mersey. — Why did you not put it to the Captain when he was in the witness
box?

Mr. Haight. — I did not assume that the Captain knew every trimmer that was
standing aft.

Lord Mersey. — If you thought that was of importance, I think you should have
put it to the Captain.

Mr. Haight. — I tried to cross-examine Captain Kendall on the question of the ship's
speed. I did not assume that your Lordship would expect me to examine him on every
man that is on deck.

Lord Mersey. — I think that if you are going to suggest what you are suggesting
now that it was your duty to do it when the Captain was in the witness box ?

Mr. Haight. — I exceedingly regret, my Lord, that I have offended. My informa-
tion was that the man was standing on the stern of the ship, and I had no idea that
Captain Kendall would know whether the man was there or not.

Lord Mersey. — You should have asked him.

Mr. Haight. — I am sorry I did not, my Lord. The information we got was that
Fournier was at Blanchard's Hotel the other night. We went the next morning and
were told by the proprietor that he had left the night before with a C.P.R. representa-
tive bound for Montreal. I have done my utmost to find him, but have not been able
to hear anything about him since I had that information.

Lord Mersey. — Did you write to anyone that you wanted to have him ?

Mr. Haight. — No, my Lord, I made personal application to Mr. Holden.

Lord Mersey. — Did you write to anyone that there mas a man named Fournier
that you wanted?

Mr. Haight. — No, my Lord.
Lord Mersey. — Why not ?

Mr. Haight. — We were following trails that we thought would produce him, and I
asked Mr. Holden yesterday and I asked Mr. Newcombe the night before last if he
would follow up Fournier as we wanted that man. I inquired from Mr. Newcombe
what witnesses had been called, and found that he was not among the number. I then
made application yesterday to Mr. Holden, and requested him to produce the man.

Lord Mersey. — Now will you tell us what you were told by some one that Fournier
if he were brought here would say ?

Mr. Haight. — That he was standing on the deck full aft, felt the engines put full
speed astern, that he himself saw that the ship was moving, and moving at a good
rate, and the instant after the vessels were in collision.

Lord Mersey. — Very well, that contradicts the Captain's evidence.

Mr. Haight.— It does, my Lord.

Lord Mersey. — Did you know of it when the captain was in the witness box?

Mr. Haight. — I did, my Lord.

Lord Mersey. — Did you conceive it was not your duty to put that to the captain ?

Mr. Haight.1 — My Lord, I conceived it was my duty, after we had examined our

own navigating- officers and had made some proof as to the fact that the ship was

moving —

rt„ 7 WALSH.

216— Hi

164 MARINE AND FISHERIES

5 GEORGE V., A. 1S15

Lord Mersey. — Answer my question if you please — do you conceive it is your duty,
knowing that fact, to abstain from putting it to the captain?

Mr. Haight. — I conceived, my Lord, that my duty to Captain Kendall was to ask
him on cross-examination everything that I had any idea he personally knew anything
about.

Lord Mersey. — He was on the bridge the whole time?

Mr. Haight. — Precisely, my Lord, and not standing aft on the main deck to find
out how many trimmers were on the deck. The question, my Lord, was whether the
Empress was going ahead or not.

Lord Mersey. — We will not have any discussion about it. My view of what you
ought to have done and yours are very different.

Mr. Haight. — Will your Lordship accept my assurance that I regret that my idea
differs from your Lordship's?

Lord Mersey. — Yes, and there are so many things that you rightly conceive are
of so little importance that you consider them not necessary to put.

Mr. Haight. — And among others is the question to the captain if he knew a trim-
mer was on the main deck aft.

Lord Mersey.1 — Now, Mr. Haight, you were asking a question.

Mr. Haight. — Oh, yes — now you had no knowledge, Captain Walsh, whatever,
that Fournier was offered a berth on a steamer to Liverpool or on a ship to New
Zealand? — A. No knowledge.

2796. Q. No knowledge, Captain Walsh, whatever, of the fact that some represen-
tative of the O. P. R. went to Blanchard's hotel in Quebec and took Fournier away
from there to Montreal? — A. I have no knowledge.

2797. You have no knowledge of what has become of him? — A. No.

2798. Q. Have you personally any knowledge of D. H. Jones, an ordinary seaman ?
• — A. No knowledge.

2799. Q. He was one of the men who was on duty % — A. I have no personal know-
ledge at all.

2800. Q. Do you happen to know he was the only man who was on watch? — A.
The only Jones.

Lord Mersey. — Mr. Aspinall, have you any questions for this witness?
Mr. Aspinall. — No, my Lord.

Lord Mersey. — Now, where is the last engineer that was in the box? I wish to
ask him something.

Mr. Aspinall. — That was Mr. Sampson, the chief engineer. We will recall
him.

William Sampson re-called.

By Lord Mersdy:

2801. Q. Mr. Sampson, do you know the state of these bunkers on the night of
the accident? — A. Yes, my Lord.

2802. Q. Were they full of coal or of cargo? — A. Coal, my Lord.

2803. Q. Then, will you tell me, please, was that coal being used? — A. No, sir,
it was being used in the lower bunkers.

2804. Q. You were not using the coal out of those bunkers that were spoken of a
little while ago ? — A. It may have been falling down ; it all falls down from the upper
bunkers right to the lower. We work this right throughout the voyage.

2805. Q. You work, of course, from the bottom? — A. Yes.

2806. Q. But are the bunkers all separate bunkers one above another? — A. Yes.

SAMPSON.

EMPRESS OF IRELAND— STORSTAD COLLISION 165

SESSIONAL PAPER No. 21b

2807. Qt Well, how does "the coal from the upper bunker fall into the lower
bunker? — A. There are traps right throughout in the deck.

2808. Q. So that is you use the coal from the lower bunkers', and as you use it
the coal from the higher bunkers falls in? — A. That is so, my Lord.

2809. Q. And that is the way you do fire? — A. Always.

2810. Q. And you were using the coal from *the lower bunker? — A. That is
my Lord.

2811. Q. Bo you know whether the doors of the two bunkers were open? — A. No,
in the 'tween decks those are always kept shut.

2812. Q. Then did I not understand you to say that the coal was falling or
might fall from one bunker to another? — A. It falls right throughout, from the
'tween decks, both forward and aft.

2813. Q. And as I understand it there are what you call traps? — A. Yes.

2814. Q. Are there doors to these traps? — A. No, my Lord.

2815. Q. They are open? — A. Always open.

2816. Q. The water-tight doors are the doors which, as I understand it, are seine
fourteen or fifteen feet above this top sill of the water-tight doors which enclose the
engine space? — A. That is so, my Lord. They are the doors through the main bulk-
heads.

2817^ Q. Could you tell us, do you know, what amount of coal there was en
board the Empress at that time?

Witness. — At the time of the accident, my Lord?

Lord Mersey. — Yes.

A. I should think about 2,400 tons.

2818. Q. Well now, can you tell us where the coal was in the ship? — A. It was
mainly in the lower bunkers. I should say, about 800 to 900 tons in the 'tween-decks.
It was all right across the ship.

2819. Q. But these bunkers you are speaking about were longitudinal bunkers? —
A. Yes, my Lord, those are on the side of the ship, the permanent bunkers.

2820. Q. How much coal was there in those ? — A. I should say about 1,800 tons.

2821. Q. That is you mean there would be about 900 tons on each side of the
ship? — A. Yes, my Lord, about that.

2822. Q. Well, where would the other 600 tons be? — A. Across the ship.

2823. Q. In the 'thwartship bunker? — A. Yes, there were two there, my Lord.

2824. Q. Can you tell us whether in the ordinary course the water-tight doors
leading into the coal bunkers .... can you tell us whether in the ordinary
course of things these doors would be open or shut? — A. Shut, sir.

2825. They would ordinarily be shut? — A. Always.

Mr. Haight. — Before the court adjourns, might I ask if the duty of finding Gal-
way and producing him at two o'clock might be entrusted to Mr. Newcombe of the
Canadian Government? I much prefer not to deal with the man, or to be obliged to
produce him, but that the representative of the Canadian Government should see that
he gets here and should examine him.

Mr. Newcombe. — I have no particular desire to examine him. I would prefer
that Mr. Haight should examine him.

Lord Mersey. — Well, gentlemen, I tell you what we will do, subject of course to
any objection that may be taken by any one here, we will leave Mr. Newcombe to find
the gentleman if he can; we will let Mr. Newcombe put him into the witness box and
Mr. Haight shall then examine him.

Mr. Haight. — I shall be glad to have Mr. Newcombe also examine him.

Lord Mersey. — Well, I do not want Mr. Newcombe to examine him; I wish you to
examine him.

SAMPSON.

166 MARINE AXD FISHERIES

5 GEORGE V., A. 1915

Mr. Haight. — Very well, my Lord.

Lord Mersey. — As I see it is a few minutes after one o'clock we will now rise
until two-thirty this afternoon.

The Commission resumed at 2.30 p.m.

Mr. Aspinall. — My Lord, may I make an explanation. This morning two passen-
gers were called. We have three passengers here available if they are wanted; in view
of what your Lordship said I did not propose to call them, but one of the gentlemen
whom' we have here is anxious to get away this afternoon.

Lord Mersey. — You had better ask Mr. Haight whether he desires to have him
called. If he does, put him in the box.

Mr. Aspinall. — Mr. Haight has no objection.

Lord Mersey. — Then you can let him go on. Mr. Haight, you want him called ?

Mr. Haight. — My Lord, I have no inclination of any kind about it; I have not
heard his name.

Lord Mersey. — Mr. Aspinall says that he has some passengers here and that one
of them is anxious to get away. He wants to know whether you would like to put him
in the box?

Mr. Haight. — I understood Mr. Aspinall to ask me if I had any objection to his
going into the box now.

Lord Mersey. — Mr. Aspinall does not want to put him in the box; I do not want
him to go into the box.

Mr. Haight. — I have no reason for calling him; I have no reason to object to his
departure.

Lord Mersey. — Then let him go.

Mr. Haight. — Quartermaster Galway is now in attendance.

Lord Mersey. — Very well, let him go into the box.

James Francis Galway, quartermaster, Empress of Ireland, sworn.

Examined by Mr. Haight:

2826. Q. Were you one of the quartermasters on the Empress of Ireland on the
night of the collision with the Storstad? — A. I was, sir.

2827. Q. When did you ship on the Empress? — A. I could not say the date
exactly.

2828. Q. How many voyages had you made on her? — A. Two trips.

2829. Q. You shipped in Liverpool? — A. Liverpool.

2830. Q. Made the trip over to Quebec ?— A. That is right.

2831. Q. Then went back?— A. Went back.

2832. Q. Did you come then to Quebec on the second round voyage? — A. Yes.

2833. Q. And you remained on board as quartermaster from the time she left
Quebec until the accident — A. That is so, sir.

2834. Q. You were acting on these three crossings as one of the four quartermas-
ters of the steamer? — A. That is so, sir.

2835. Q. How were the watches arranged? How many quartermasters were on
duty each watch? — A. Two.

2836. Q. How long was each watch? — A. Four hours, sir.

2837. Q. jK.ow many of the four hours were you actually at the wheel? — A. Two
hours.

galway.

EMPRESS OF IRELAND— STORSTAD COLLISION 167

SESSIONAL PAPER No. 21b

2838. Q. That is, you stood by for two hours and you steered for two hours in a
watch of four? — A. That is right, sir.

2839. Q. Were the watches separated so that you and another man always kept
the same watch ? — A. Yes, sir.

2840. Q. Who was the man on watch with you? — A. His name is Gutcher.

2841. Q. He survived?— A. Yes, sir.

2842. Q. How long have you been going to sea, Mr. Galway? — A. Six years, sir.

2843. Q. Where do you live? — A. Kensington, Liverpool, sir.

2844. Q. How long have you been acting as quartermaster? — A. Three and a half
years, sir.

2845. Q. On what different lines have you been acting as quartermaster? — A.
Allan, White Star, C.P.E., Harrison Line.

2846. Q. Will you just name a few of the steamers of the different lines you have
been on, White Star, Allan and Harrison? — A. Virginian of Allan Line, Teutonic of
the White Star Line and Craftsman of the Harrison Line. That is all I know.

2847. Q. Which of the C.P.R. ?— A. The Empress of Ireland, sir.

2848. Q. Did you have any experience in sailing vessels before you went to sea ? —
A. Yes, sir.

2849. Q. How long? — A. About three years.

2850. Q. Did you come to the Frontenac last night and ask to speak to me? — A.
Yes, I did, sir.

2851. Will you please say who it was that advised you to come to see me? — A.
The delegate of the union.

2852. Q. Do you know his name? — A. I do not, sir.

2853. Q. What union is it? — A. Our union, sir.

2854. What is your union?1 — A. Seamen's Union, sir.

2855. Q. Is it an American or an English union? — A. The American union is
affiliated with the British Seamen's Union.

2856. Q. Where did you meet the delegate? — A. At the hotel, sir, Neptune Hotel.

2857. Q. When did you meet him? — A. Last night, sir.

2858. Q. Did you tell him before you

Lord Mersey. — No, you must not ask that. If Mr. Aspinall or anybody who cross-
examines this witness chooses to ask these questions, he can, but you must not ask him ;
you cannot cross-examine this witness.

By Mr. Haight :

2859. Q. After you had discussed with me the matter which you came to tell me
about, did you subsequently discuss it with Mr. Johnston and Mr. Newcombe ? — A. That
is so, sir.

2860. Q. Will you please repeat, Galway, as well as you can, the various state-
ments that you made to me regarding the operation of the steering gear of the Empress
of Ireland while you were acting as her quartermaster?

Lord Mersey. — Mr. Haight, that won't do. You must not ask him to repeat what
he said to you, but you may ask him what he has to tell us of his own knowledge about
the steering.

Mr. Haight. — Very well, my Lord. (To witness). After you joined the Empress
of Ireland as quartermaster will you please tell us whether or not you at any time had
any trouble with her steering gear ? — A. Yes, I did, sir.

2861. Q. Will you be good enough to tell me the first occasion on which trouble
developed? — A. Going up the river St. Lawrence in the place called Traverse.

GALWAY.

168 MARINE AND FISHERIES

5 GEORGE V., A. 1915
By Lord Mersey :

2862. Q. What is the Traverse ? — A. It is a narrow passage below Quebec ; I could
not tell how many miles.

2863. Q. A narrow passage in the river? — A. Below Quebec, sir.

By Mr. Haight :

2864. Q. What trouble did you have at that time? — A. I found it almost impos-
sible to manage the vessel.

2865. Q. How did she behave? — A. She behaved extraordinarily. When you give
her the helm she wouldn't answer it in time.

2866. Q. How much did she sheer off her course on that particular occasion? —
A. What I say is about three points.

2869. Q. How was your wheel when she began to sheer? — A. To port, sir.

2870. Q. How far over?— A. 23 degrees.

2871. Q. Which way did she sheer? — A. She went to starboard, sir.

2872. Q. With your wheel over to port, which way ought she to go? — A. To port
your helm is to put her to starhoard; her head goes to starboard.

2873. Q. When you put your wheel to port, you expect her to swing to starboard ? —
A. I do, sir.

2874. Q. On that occasion, when you put your wheel to port, she did go to star-
board ?

2875. A. She did go to starboard.

2876. Q. What did you do when she began to sheer to starboard? — A. What did
I do, sir ?

2877. Q. Yes, about your wheel ? — A. Well, sir, I had had the wheel over, sir.

2878. Q. You put the wheel over which way ? — A. I put it over to starboard.

2879. Q. How far did you put it to starboard to correct the sheer ? — A. To correct
her, sir? About 23°.

Lord Mersey. — I think you are rather at sea at present. You are not doing him
justice, you know.

By Mr. Haight:

2880. Q. Galway, just tell us in your own words how your vessel swung, one way
or the other, and what you did to correct the swing, if you did anything ? — A. It was
impossible to correct the swing/ She would swing either ways, from one side to the
other.

By Lord Mersey: ■

2881. Q. Am I to understand by this that she was turning to port or to starboard?
—A. Yes.

2882. Q. At her own sweet will? — A. That is right, sir.

2883. Q. How often did she do this? — A. When we was going through the
Traverse.

2884. Q. Yes, but how often did she swing from port to starboard and back again
from starboard to port? — A. It has been so on several occasions; I do not know the
exact date, but I do know that she has done it, sir.

2885. Q. I am talking about this particular date, when she was in the Traverse?
- — A. How often did she do it, sir?

2886. Q. Yes.— A. Once that I know of.

By Mr. Haight:

2887. Q. On that one occasion, when she was swinging from one side to the
other, how many times did she swing first to starboard and then to port? — A. Once
that I know of, sir.

2888. Q. Was there any other vessel in the Traverse at the time? — A. There was.

GALWAY.

EMPRESS OF IRELAND— STORSTAD COLLISION 169

SESSIONAL PAPER No. 21b

2889. Q. Was your steamer sheering towards or away from her? — A. Sheering
towards her.

2890. Q. What did yon do to try to correct that sheer?— A. The pilot gave an
order.

2891. Q. What order? — A. To port the helm, sir.

2892. Q. What did you do ? — A. Put the wheel to starboard ; she then kept going
on towards the schooner.

2893. Q. When you put your wheel to starboard, was she sheering opposite to
your wheel? — A. Opposite, all the time.

2894. Lord Mersey. — I don't understand that. When you put you?: wheel to
starboard did she go to starboard? — A. She went to port, sir.

2895. Q. I should think that that is not opposite but what she ought to have
done. That is what she ought to have done? — A. Yes, sir.

2896. Q. And she did it?— A. Yes, sir.

By Chief Justice McLeod:

2897. Q. If you put your wheel to starboard she ought to go to port? — A. That
is right, sir.

By Lord Mersey:

2898. Q. Did she do it ? — A. She done it for a time and then she came back again.
Lord Mersey. — Then she changed her mind.

By Chief Justice McLeod:

2899. Q. Do I understand that when you put your wheel to starboard she didn't
steer to port; that whilst you had your wheel to starboard she turned to starboard? —
A. Yes.

By Mr. Haight:

2900. Q. When you received the order, Galway, to starboard your wheel, which
way did you turn it? — A. To port, sir.

2901. Q. Will you indicate whether the top spoke moved to the right or to the
left? — A. Starboard is to put it to the left hand side.

2902. Q. Take the top spoke of your wheel. The pilot says: Starboard; which
way does that spoke move, right or left? — A. To the left.

Lord Mersey. — We know these things, you know.

By Mr. Haight:

2903. Q. He is exactly contradicting my idea. When the order is given: Star-
board your wheel, on the Empress of Ireland, the top spoke moves which way? — A.
To port, sir.

2904. Q. And the head swings which way, if she answers her helm? — A. The head
swings, sir?

2905. Q. The stem of the steamer, the bow. — A. To starboard, sir. What is it,
starboard ?

Lord Mersey. — Now, Mr. Haight, will you tell him what it is you want him to say.

By Mr. Haight:

2906. Q. I want to know, Galway, whether, when you saw the schooner, she was
sheering to starboard or to port? — A. She was sheering to port, sir.

2907. Q. And on which side was the schooner? — A. On the port side, sir.

2908. Q. If you wanted to bring your bow away from the schooner and over to the
starboard, what was the proper order for the pilot to give you ? — A. Port the helm, sir.

2909. Q. Did he give you the order to port? — A. Yes.

2910. Q. Was the order to port obeyed by you? — A. Yes, sir.

GALWAY.

170 MARINE AND FISHERIES

5 GEORGE V., A. 1915

2911. Q. How far did you put the wheel over to port? — A. About 15°, sir.

2912. Q. Did it have any effect upon the steamer's sheer? — A. It did for a time,
sir.

By Lord Mersey:

2913. Q. She went to starboard for a time? — A. Yes.

2914. Q. That is to say, she did what she ought to do? — A. Yes, and then she
took a sheer back.

2915. Q. Then she took it into her head to change? — A. That is so.

By Mr. Haight:

2916. Q. And when she changed and again sheered towards the schooner, how
many points did she sheer? — A. About three points, sir.

2917. Q. And by how much margin did you miss the schooner? — A. By about
six degrees, sir, of the compass.

2918. Q. Can you tell how many feet of clear water there was, approximately,
between you and the schooner when you cleared it? — A. About 40 feet I would say,
sir.

Lord Mersey. — I thought that according to last night's version it was 10 feet.

Mr. Haight. — Last night he said about the length of this room.

Lord Mersey. — I thought you said to-day before lunch ten feet.

Mr. Haight. — I did, my Lord, because, as I understood the witness, we were
in a room about 10 or 12 feet in length and I understood him to say last night
that they cleared the boat by feet about the length of this room. I may have mis-
understood him.

Lord Mersey. — Now, that appears to be wrong; the distance appears to be 40
feet.

Mr. Haight^ — It appears to be wrong.

The Witness. — That is what I said, 40 feet.

By Sir Adolphe Routhier:

2919. Q. Does your wheel move the same direction as the helm? — A. It ought to,
sir.

By Mr. Haight:

2920. Q. What was the next occasion, Galway, upon which, you had trouble with
the steering gear of the Empress? — A. From 10 to 12.

2921. Q. On what night? — A. On the night before the collision. I was on watch
from 8 to 12, sir.

By Lord Mersey:

2922. Q. That is going down the river? — A. Going down the river.

2923. Q. What happened then? — A. The steering gear; I put it over to port and
it jammed for a matter of a few minutes.

2924. Q. What happened then; did you unjam it? — A. It remained there, sir.

2925. Q. For a few minutes?— A. Yes.

2926. Q. What happened then? — A. It began to work itself again then, sir.

2927. Q. So it changed its mind again? — A. That is right.

2928. Q. Without any encouragement from you? — A. The encouragement, I had
to pull it.

2929. Q. When you pulled it it behaved properly? — A. Yes, sir.

2930. Q. Is that all that happened going down the river? — A. That is all I

know, sir.

galway.

EMPRESS OF IRELAND— STORSTAD COLLISION 171

SESSIONAL PAPER No. 21b
By Mr. Haight:

2931. Q. How many minutes was it that your wheel remained jammed? — A. It
was about, I should think — I cannot say for certain; I say about 3 minutes.

2931J. Q. During that time were you able to steer the boat? — A. I was not, sir.

2932. Q. Did you report the fact to the officer on watch? — A. I did, sir.

2933. Q. Who was the officer?— A. Mr. Williams.

By Lord Mersey :

2934. Q. Is Mr. Williams alive?— A. He is not, sir.

2935. Q. Did you report it to anybody who is alive? — A. Well, sir, not that I
know of.

2936. Q. Did you report it to the Captain? — A. I did not, sir.

2937. Q. Did you report it to the pilot? — A. The pilot knew about it, sir.

2938. Q. Did you mention it to him? — A. Yes, sir.

2939. Q. That pilot is alive, is he?— A. Yes, sir.

By Mr. Haight:

2940. Q. Do you remember the name of the pilot, Mr. Galway? — A. His name is
Bernier.

2941. Q. Who was on the bridge at the time your steering gear jammed? — A.
Second officer and pilot.

By Lord Mersey :

2942. Q. What was the second officer's name? — A. Mr. Williams, sir.

By Mr. Haight:

2943. Q. Nobody else there? — A. No one else that I know of.

2944. Q. Do you happen to know whether Mr. Williams reported the accident to
the Captain ? — A. I couldn't tell you that, sir, it was his place to do so, not mine.

2945. Q. Did you see the Captain on the bridge at that particular time? — .A. I did
not, sir.

2946. Q. Now what was done, do you know, to prevent serious trouble when
you lost control so far as the rudder went ? — A. I do not know.

2947. Q. Did you hear the telegraph ring? — A. The telegraph rang, yes sir.

2948. Q. Have you any idea what order was given on the telegraph when you
reported ?

By Lord Mersey :

2949. Q. Do you know? We do not want your ideas; do you know what order was
given ? — A. Slow, I believe, sir.

2950. Q. Do you know it? Did you hear it? — A. I saw the telegraph being rung
but I cannot see right from the wheelhouse to the bridge, sir.

By Mr. Haight: t

2951. Q. Some order was given? — A. That is so, sir.

2952. Q. When was that order given with reference to your report to Mr. Wil-
liams that your wheel was not working? — A. About 20 minutes to 11.

2953. Q. You reported to Mr. Williams that your wheel was out of order? — A. I
did.

2954. Q. And how soon after that report did you hear the telegraph ring? — A.
About two minutes later, I should say.

2955. Q. Did you feel any difference in the vibration of the boat or could you
form any idea at all? — A. Yes, I did.

2956. Q. Well, what difference did you notice in the vibration of the vessel? —
A. I noticed she was slowed down.

GALWAY.

172 MARINE AND FISHERIES

5 GEORGE V., A. 1915

2957. Q. Did Mr. Williams make any answer to you when you reported that your
steering gear was out of order? — A. I told him if the steering gear was not altered a
collision was inevitable.

By Lord Mersey:

2958. Q. With what was the collision inevitable? — A. It was about the steering
gear.

2959. Q. What were you going to collide with? — A. Nothing at the time, sir.

2960. Q. Then there was nothing to collide with? — A. No, sir, but isn't the main
asset of any ship the steering gear? —

2961. Q. You are not going to ask me questions. — A. No, sir.

2962. Q. Are you going to tell us that you said to Williams: If this steering gear
is not altered we shall have a collision, when there was no vessel in sight with which
you could collide? — A. That is so.

By Mr. Haight:

2963. Q. What reply did Mr. Williams make, Galway, to your report that the
gear was out of order? — A. He said it would come all right soon.

2964. Q. Did you personally have any other trouble with the steering gear while
you were on the Empress? — A. On my last trip going down the Liverpool river.

2965. Q. What happened then? — A. It was difficult to manage her.

By Lord Mersey:

2966. Q. You made a statement last night, didn't you, to this gentleman who is
examining you? Didn't you have a talk with that gentleman last night? — A. That is
so, sir.

2967. Q. In the hotel?— A. That is right, sir.

2968. Q. Did you tell him about this difficulty in the Kiver Mersey? — A. I think
so, sir.

2969. Q. Now then, you can tell us what it was. — A. Well, sir, when the

2970. Q. Were you at the wheel? — A. Yes. When the wheel was put to starboard,
she would hardly move, sir.

2971. Q. Hard to starboard? — A. Twenty-five degrees, sir.

2972. Q. And then she did not move? — A. She didn't move.

2973. Q. Did that happen more than once? — A. It happened on several occasions.

2974. Q. Did it happen more than once in the Mersey on that particular trip? —
A. Once, sir.

2975. Q. Did you report that to anybody? — A. I did, sir.

2976. Q. To whom?— A. To the second mate.

2977. Q. What is his name?— A. Mr. Williams, sir.

2978. Q. That is the man who is still dead? — A. Yes, that is right.

2979. Q. Now, was there any other occasion when you noticed this steering gear
out of order? — A. Was there any other occasion?

2980. Q. Yes.— A. Not that I know of.

2981. Q. I think you said there were several occasions ? — A. Well, I have told you
there were several occasions.

2982. Q. Oh, well, you have told us all, have you? — A. Yes.

By Mr. Haight :

2983. Q. When you went off duty after 12 o'clock on the night of the collision, did
you make any report to the quartermaster who relieved you ? — A. I says : Look out, she
is steering badly.

2984. Q. Who was the quartermaster who relieved you? — A. Murphy.

GALWAY.

EMPRESS OF IRELAND— STORSTAD COLLISION 173

SESSIONAL PAPER No. 21b

2985. Q. Murphy is one of the survivors \ — A. That is so.
Lord Mersey. — Is Murphy here ?

Mr. Haight. — Yes, my Lord. (To witness) From your experience with the other
steamers on which you have acted as quartermaster, how does the steering gear of the
Empress compare with the steering gears of the other vessels? — A. It was altogether
different.

2986. Q. Was it easier or harder to work ? — A. Harder to work.

By Lord Mersey :

2987. Q. Is it the same kind of steering gear? — A. Exactly; telemotor gears.

By Mr. Haight:

2988. Q. From your experience, did the ease with which the Empress would swing
to her helm compare favourably or unfavourably with the other vessels which you have
steered ? — A. Unfavourably.

2989. Q. Where were you landed after the collision? — A. I was on the forward
deck, sir.

2990. Q. Where did you go ashore? — A. The place we landed at, sir?

2991. Q. Yes.— A. At Kimouski.

2992. Q. Did you go ashore on the Evelyn, the Eureka or what? — A. Lady Evelyn.

2993. Q. Where did you go from Kimouski ? — A. We stopped in Kimouski I should
say about five hours.

2994. Q. And then where did you go ?

Lord Mersey. — What has this to do with it ?

Mr. Haight. — I am only going to follow it up, my Lord, by showing what was
somewhat shown this morning.

Lord Mersey. — You cannot do that; it may be done on cross-examination, but not
by you. You can ask him anything you like about the steering gear.

Mr. Haight. — May I, my Lord, show anything as to the suggestions that he leave
the country, made by various persons?

Lord Mersey. — Certainly not; you may on re-examination, if the occasion is
afforded you on cross-examination.

By Mr. Haight:

2995. Q. Where were you when the collision occurred, Galway? — A. I was on
the forward deck.

2996. Q. How long had you been on the forward deck before the collision
happened? — A. About three quarters of an hour.

2997. Q. Did you hear signals blown by the Empress before the collision? — A.
I did.

2998. Q. What whistles did you hear? — A. I heard one long blast.

2999. How many times? — A. I heard it twice.

3000. Q. And what other whistles did you hear? — A. I heard three short blasts.

3001. Q. How many times? — A. Once.

3002. Q. Captain Kendall has stated, Galway, that he never blew a signal of one
whistle ? Are you sure that your recollection is clear ? — A. I am almost certain, sir.

By Lord Mersey:

3003. Q. What does that mean, that you are almost certain? Who in your
opinion is more likely to know, the Captain of the ship, or you? — A. The Captain of
the ship, sir.

By Mr. Haight:

3004. Q. And what is your best recollection, Galway? — A. My best recollection
is what I said, sir.

GALWAY.

174 MARINE AND FISHERIES

5 GEORGE V., A. 1915

3005. Q. Do you remember fog coming on? — A. I do.

3006. Q. Were you on the deck when the fog came on? — A. I was.

3007. Q. Before the fog set in, had you seen any lights from the Storstad? — A.
No, I didn't.

By Lord Mersey:

3008. Q. Were you looking for them? — A. I was not, sir; I was not on watch at
the time.

By Mr. Haight:

3009. Q. When did you first know of the presence of the Storstad in your imme-
diate vicinity? — A. When she was within a hundred feet oif.

3010. Q. On which side of you was she then? — A. On the starboard side.

3011. Q. And approximately how was she bearing, if you can tell? — A. I could
not tell you the exact bearing.

3012. Q. Was she roughly, on the bow, amidships, or quarter? — A. Oh, she was
amidships.

3013. Q. What light did you see? — A. I seen her green starboard light, and half
the arc of the foremost headlight.

3014. Q. How far away? — A. One hundred feet I should say.

3015. Q. How long was that before the contact? — A. It was a matter of minutes.

By Lord Mersey:

3016. Q. A matter of minutes? — A. A matter of seconds.
Lord Mersey. — Be careful.

By Mr. H alight:

3017. Q. Did you feel the jar of the collision? — A. Yes, sir.

3018. Q. Were you thrown off your feet? — A. No, I wasn't.

3019. Q. What was the last you saw of the Storstad after the jar of the collision?
• — A. The last I saw she was a mile and a quarter away on the port beam.

3020. Q. How did the vessels clear, if you remember? Which way did the
Storstad go immediately after the jar? — A. She seemed to go round the stern of the
Empress.

Lord Mersey. — One of my colleagues thinks you ought to have the opportunity
of asking this witness what steps if any were taken by the Canadian Pacific Railway
officials for the purpose of getting him away so as to prevent him from giving his
evidence. Will you ask those questions.

By Mr. Haight:

3021. Q. Yes, my Lord. After you left Rimouski where did you go? — A. To
Quebec.

3022. Q. How long did you remain at Quebec? — A. I should think about four
days.

3023. Q. Did you during those four days see any representative of the Canadian
Pacific Railway? — A. Did I see?

3024. Q. Yes.— A. No, not that I know of.

3025. Q. Where did you go from Quebec? — A. To Montreal, sir.

3026. Q. Did you, in Montreal, see any representative of the Canadian Pacific ? —
A. Yes, I did.

3027. Q. Whom did you see?— A. I seen Mr. Holden and Mr. Beatty.

3028. Q. Anybody else?— A. Captain Walsh.

3029. Q. Whom did you see first? — A. I spoke to Captain Walsh/ sir.

3030. Q. Then next you saw whom ? — A. Mr. Beatty.

3031. Q. And third?— A. Mr. Holden.

GALWAY.

EMPRESS OF IRELAND— STORSTAD COLLISIONS 175

SESSIONAL PAPER No. 21b

3032. Q. Were there three separate interviews or were Mr. Beatty and Mr. Holden
together? — A. Separate, sir.

Mr. Haight. — May I, my Lord, properly ask him what statement he made?
Lord Mersey. — I think now you are at liberty to say anything.

By Mr. Haight:

3033. Q,. Will you please state, Galway, the statements you made to Captain
Walsh, whom, I understand, you saw first? — A. Well, sir, I told him about the steer-
ing gear of the Empress.

3034. Q. Say just what you told him? — A. I told him exactly what T have said
about the steering gear.

3035. Q. About the steering gear on which occasion?

By Lord Mersey:

3036. Q. On all the occasions ? Did you tell him about all the occasions ? — A. Yes

3037. Q. That is to say, the occasion when you were coming up the St. Lawrence?
— A. That is so.

3038. Q. The occasion when you were going down the St. Lawrence and the
occasion whenyou were on the Eiver Mersey? — A. I told him of two occasions.

3039. Q. Which two?— A. In the St. Lawrence.

3040. Q. Did you tell him of the occasion in the Mersey? — A. I did not.

3041. Q. Did you tell that to anybody?— A. I did not.

By Mr. Haight:

3042. Q. How soon after you arrived in Montreal did you see Captain Walsh? —
A. I think it would be about nine days; that is as far as I can recollect.

3043. Q. You were four days in Quebec? You then went to Montreal? — A. Yes.

3044. Q. You mean you had been in Montreal nine days before you saw Captain
Walsh?— A. Yes.

3045. Q. Where did the interview take place? — A. Captain Walsh's office.

3046. Q. What did Captain Walsh say to you when you told him about the trouble
with the steering gear going up and coming down? — A. He told me that was a com-
mon thing, for the steering gear to be like that. He first of all told me that when the
wheel was amidships, when you want to put it hard-a-port, we will say, you want to
bring it back again to amidships and then put it over again.

By Lord Mersey :

3047. Q. What else did he say? — A. He said: I see nothing wrong with it. He
says: I know all about it.

3048. Q. What else did he say?— A. That is all I know.

3049. Q. Now did you say anything more? — A. Only to Mr. Beatty.

3050. Q. Did you say anything more to Mr. Walsh? — A. No. sir.

3051. Q. Is that all the interview you ever had with Mr. Walsh? — A. Yes.

3052. Q. You never had any other interviews? — A. None whatever.

3053. What interviews had you with Mr. Beatty? — A. I also stated about the
steering gear.

3054. Q. You told him the same thing; did you mention the Mersey to him? —
A. I did not.

3055. Q. You mentioned only the two instances in the River St. Lawrence? — A.
Yes.

3056. Q. What did he say?— A. What Mr. Beatty told me, he says: I understand
it. Well, he says, you want to keep your own counsel about these things.

3057. Q. You have got to keep your own counsel about these things? — A. You
ought to keep your own counsel about these things.

GALWAY.

176 MARINE AND FISHERIES

5 GEORGE VM A. 1915

3058. Q. What did you say to that?— A. I left the room

3059. Q. Did you see Mr. Beatty again ? — A. No.

3060. Q. Never?— A. No.

3061. Q. Now as to Mr. Holden? — A. That was the man who took our evidence
first.

3062. Q. Did you tell him about these two incidents in the St. Lawrence? — A.
No, sir.

3063. Did yon tell him about Liverpool? — A. I did not.

3064. Q. Did you have any conversation about the steering gear? — A. No, sir.

3065. Q. Then there is nothing that took place between yon and Mr. Holden
that is of consequence in connection with the steering gear? — A. No, sir.

By Mr. Haight:

3066. Q. I understood you to say to His Lordship that Mr. Holden took your
evidence first? — A. That is so.

3067. Q.\-When did he take your evidence? — A. I could not exactly say the
date.

3068. Q. Was that in Montreal?— A. In Montreal.

3069. Q. How soon after your arrival? — A. The same day.

3070. Q. The day of your arrival?— A. Yes.

3071. Q. That was before you saw Captain Walsh and Mr. Beatty then? — A.
That is so.

By Lord Mersey:

3072. Q. You did not mention the steering gear to him? — A. I was not asked.

3073. Q. Never mind about what you were asked. Yon were asked to tell what
you knew about the matter? — A. Not as regards the steering gear.

3074. Q. But you were asked to tell all you knew about the collision? — A. No,
sir.

3075. Q. Were' you not asked to tell all you knew? — A. Not exactly all I knew.

3076. Q. Why. Were you told not to tell something? — A. No, I was not.

3077. Q. Very well, you were told to tell everything that was of importance —
is that true? — A. As far as I know.

3078. Q. You were expected to tell everything that was of importance? — A. To
the company, sir.

3079. Q. Still you did not tell anything about the steering? — A. No, sir.

By Sir Adolphe Routhier:

3080. Q. Except to the company? — A. Yes.

3081. Q." Not to the court? — A. There was no court sitting.

By Mr. Haight:

3082. Q. Were you, Mr. Galway asked specific questions by Mr. Holden ? — A. Just
as regards the position of the Storstad.

Lord Mersey. — I do not suppose he knows what a specific question is. (To
witness.) Were you questioned by Mr. Holden? — A. I was.

By Mr. Haight:
3083 Q. Did you answer all the questions that were put to you? — A. Yes.

3084. Q. Were you asked for any information outside of the particular questions
which were put to you? — A. No.

3085. Q. Were there a large number of other men being examined at the same
time? — A. No, there was one man

3086. Q. Immediately before and after you? — A. There was one man — the lookout.

GALWAY.

EMPRESS OF IRELAND— STORSTAD COLLISION 177

SESSIONAL PAPER No. 21b

3087. Q. What was the first suggestion that was made as to your returning to
England? — A. The first thing I knew about it was that they gave me a ticket to go
home.

3088. Q. On what steamer? — A. The Empress of Britain.

3089. Q. How soon was that after the collision? — -A. I did not keep a record.

3090. Q. Were you in Montreal or Quebec? — A. In Montreal.

3091. Q. You had seen Captain Walsh and Mr. Beatty ?— A. I had.

3092. Q. You did not go on the Empress of Britain ? — A No.
By Lord Mersey :

3093. Q. Why not ? — A. I thought there were reasons for not doing so.

3094. Q. What were the reasons? — A. Well sir, I had told Capt. Walsh and Jkx.
Beatty

3095 Q. It had nothing to do with your laundry? Did you mention your laundry?
—A. Yes.

3096. Q. What did you say about your laundry? — A. I told him I was waiting
for the laundry.

3097. Q. Did you make that an excuse for not going on the Empress of Britain?
— A. No.

3098. Q. What did you say about the laundry ? — A. I said it was not ready for me
to go but I told him — I said that is not the point I am staying back for.

3099. Q. Let me have this conversation. Tell me exactly what you said to him
about your laundry. — A. I said that my laundry was not ready.

3100. Q. Why did you say that?— A. Why did I say that?

3101. Q Yes; you did not say it to him as the explanation why you were not
going away? — A. I did not.

3102. Q. Then why? What interest did you suppose he would take in your
laundry? — A. Well, sir, the company was looking after the interests of all.

3103. Q. Do you mean they were looking after your laundry.— A. Yes.

3104. Q. Were you complaining that the company had not sent back your loundry?
— A. That was so.

3105. Q. And that was the only reason why you mentioned it ? — A. That is so.

3106. Q. Are you sure? — A. That is the only reason.

By Mr. Haight:

3107. Q. What was the next steamer you were told you might go home on? —
A.

By Lord Mersey :

3108. Q. You were telling us the reasons why you would not go back by the
Empress of Britain? — A. Yes.

3109. Q. What were the reasons? — A. Because I wanted to tell Captain Walsh
about the steering gear.

3110. Q. But you did tell him about it?— A. Yes I did.

3111. Q. You had told him about it ? — A. Yes, I had told him about it.

3112. Q. Did you think you were going to make anything out of it? — A. Not in
the least, sir.

By Sir Adolphe Routhier:

3113. Q. Was it the complaint you had made that p/evented you from going on
l>oard of the Empress of Britain? — A. About the steering gear?

3114. Q. Was that the reason? — A. That is so, sir.

By Lord Mersey:

3115. Q. I do not know why that should have kept you back; you had told Captain
"Walsh. — A. You see, Lord Mersey

Lord Mersey. — I will leave it to some one else.

~.7 .~ • GAL WAY.

21&— 12

178 MARINE AND FISHERIES

5 GEORGE V., A. 1915
By Sir Adolphe Routhier:

3116. Q. Were you afraid?— A. Of what?

3117. Q. To go on board the Empress of Britain on account of the disaster? —
A. No, none whatever.

3118. Q. What is the reason? — A. Because I think that the steering gear is the
main asset in the saving of lives.

3119. Q. Lord Mersey. — The main asset. Have you any more questions to ask?
Let us get at the incident and finish it. It is an incident that I do not like at all.

Mr. Haight. — Nor I.

By Mr. Haight:

3120. Q. What was the next steamer it was suggested you should take? — A. The
Montreal.

3121. Q. You received a letter addressed to the Captain of the Montreal* — A,
That is so.

3122. Q. Which letter you handed me last night ? — A. That is so.

3123. Q. Why did you not go on the Montreal* — A. I was justified in staving
back.

By Lord Mersey:

3124. Q. That is not an answer to the question. Why did you not go on the
Montreal? — A. My answer is because I was justified in staying back.

3125. Q. How are you justified ? You are a free man, and you need not go on the
Montreal unless you choose, but what was your reason for not going? — A. To stay
back to tell what I have already told.

By Mr. Haight:

3126. Q. Did you have any discussion with any representative of the C.P.R. as
to why you had not gone on the Empress of Britain or why you had not gone on the
Montreal? — A. Yes, sir.

3127. Q. With whom?— A. Mr. Curtis.

3128. Q. Who is he? — A. He is what I think is Captain Walsh's secretary or
writer; I do not know exactly what he is.

3129. Q. Was he the man who gave you a letter addressed to the Captain of the
Montreal? — A. He was the man who gave it to me.

3130. Q. What did he say? — A. Take this down to Captain Griffiths and sign on
as supernumerary quartermaster.

3131. Q. Did he say anything to you about why you had not gone on the Empress
of Britain? — A. Yes.

3132. Q. What did he say? — A. He says: Why is it you have not gone home by
the Empress of Britain?

3133. Q. What did you answer? — A. I says: I have my own reasons for that.

By Lord Mersey:

3134. Q. Did you not tell him anything else? Did you talk to him in that
mysterious way and say : I.have my own reasons ? — A. Not that I know.

3135. Q. What did you '#ay ?— A. I told him I had evidence.

3136. Q. Speak it out; let us hear what it was. Did he ask you what evidence
you had? — A. No.

3137. Q. Then what was said when you said: I have evidence? — A. I told him
I desired to see Captain Walsh.

3138. Q. Did you see Captain Walsh? — A. Yes, that was the morning.

3139. Q. Was that the morning that you told Captain Walsh what you have told
us here to-day? — A. That is so.

GALWAY.

EMPRESS OF IRELAND— STORST AD COLLISION 179

SESSIONAL PAPER No. 21b
By Mr. Haight:

3140. After you had failed to go on the Montreal, did anybody ask you why you
had not gone on her? — A. Yes they did.

3141. Q. Who?— A. Mr. Curtis.

3142. Q. That is the second time he asked you why you had not gone? — A. That
is so.

3143. Q. Was any suggestion made that you go on another steamer ? — A. No, only
this morning I got news to go by the Calgarian.

3144. Q. From whom? — A. Very probably Captain Elliott.

By Lord Mersey :

3145. Q. Do not say " probably " ; it is something which happened this morning ? —
A. Yes, sir.

3146. Q. What time ?— A. About nine o'clock.

3147. Q. Who was it that told you ? — A. It was the office boy that was sent up.

3148. Q. Do you know his name? — A. I do not know.

3149. Q. Did he bring it up in writing? — A. He did not.

3150. Q. What did the office boy say? — A. That I was wanted down at the office.

3151. Q. Did you go to the office?— A. I did.

3152. Q. What did they say to you there? — A. You have got to go home on the
Calgarian.

3153. Q. When does the Calgarian sail ? — A. To-day.

3154. Q. Has she sailed?— A. Not that I know of.

3155. Q. Where does she sail — from Quebec? — A. Quebec.

3156. Q. What did you say to that ? — A. I refused to go.

3157. Q. Is this the whole story? — A. It is as far as I know.

By Mr. Haight:

3158. Q. You received a subpoena last night? — A. That is so.

By Mr. Newcombe :

3159. Q. Did you read your subpoena ? — A.

Lord Mersey. — I hope he did not ; it would be quite unintelligible if he did.

By Mr. Newcombe:

3160. Q. Were you aware that you were to attend at ten o'clock this morning by
the terms of that subpoena ? — A.

By Lord Mersey :

3161. Q. Do you know what a subpoena is? — A. Yes.

3162. Q. What is it ? — A. It is a document stating that you are to stop from going
home. That is all I know of.

By Mr. Newcombe :

3163. Q. Did you understand that it required you to attend here at ten o'clock
this morning?— A. No, I did not.

Lord Mersey. — Is that the fault of your subpoena?

Mr. Newcombe. — It was stated plainly enough in the subpoena. (To witness) I
thought you understood that it was a subpoena to attend here this morning at ten
o'clock. — A. I did not understand it; I did not understand I should be called.

3164. Q. You did not understand you were expected to be here? — A. I did not
understand I should be called.

By Lord Mersey:

3165. Q. By anybody ?— A. Not that I know of.

GAL WAY.

216—124

180 MARINE AM) FISHERIES

5 GEORGE V., A. 1915
By Mr. Neivcombe:

3166. Q. What did you think the purpose of this subpoena was? — A. I thought
it was to keep me from going home.

By Mr. Aspinall:

3167. Q. Are you a bit of a sea lawyer ? — A. What, sir ?

3168. Q. Do you know the phrase "a sea lawyer?" — A. I do.

3169. Q. Do you say you are a sea lawyer? — A. I do not.

3170. Q. When you came ashore, as you tell us, you were seen by Mr. Holden? —
A. That is the man.

3171. Q. This is Mr. Holden (indicating), is it not? — A. That is so.

3172. Q. And the incidents connected with this disaster were fresh in your mind?
— A. That is so.

3173. Q. And as you have said, you thought the question of steering gear was the
main asset in saving life? — A. I did so.

3174. Q. Did you think that any information in regard to this steering gear was
of very great importance in this case? — A. I do, sir.

3175. Did you at the time you saw this gentleman? — A. Yes, sir.

3176. Q. You have told us that you never told him a word about it? — A. No, I
did not; I was not asked for it.

3177. Q. You were very ready to volunteer it later? — A. No, sir, I was ready to
volunteer it then, sir.

By Lord Mersey:

3178. Q. I was ready to volunteer what? — A. To volunteer evidence then.

3179. Q. Why did you not do it then? — A. They shut us up almost immediately.

By Mr. Aspinall:

3180. Q. I have here what purports to be the stenographer's copy of what you
told Mr. Holden. I have got from page 277 of this somewhat large volume to page
294 of information that you were giving Mr. Holden ? — A. Yes.

3181. Q. Do you think you are right in saying that they shut you up almost at
once? — A. Do I think I am right ?

Lord Mersey. — Listen to the question and answer it.

By Mr. Aspinall:

3182. Q. You suggested to me that these gentlemen who were seeking information
from you almost shut you up at once. Do you remember telling us that? — A. Yes.

3183. Q. I am pointing out to you that, if this book is right, I have got from
page 277 to page 294 in typewriting the statements that you were making to Mr.
Holden in regard to this collision? — A. Yes.

3684. Q. In view of that fact do you still repeat that Mr. Holden was shutting
you up ? — A. They never told us to give our right evidence.

By Lord Mersey:

3185. Q. What do you say? — A. They never — they never asked — they only
asked vis to a certain amount.

3186. Q. Did you understand that they wanted you to keep back your evidence?
— A. No, sir.

By Mr. Aspinall:

3187. Q. What do you mean when you state: They never told us to give our
right evidence? — A. What do I mean?

3188. Q. That is the question.— A. What do I mean, sir?

GALWAY.

EMPRESS OF IRELAND— STORSTAD COLLISION 181

SESSIONAL PAPER No. 21b

3189. Q. Do you not understand what I am asking you? — A. Yes, I understand,
sir.

3190. Q. Well answer it, please. — A. When I told him what he said — he said:
Is that all?

By Lord Mersey:

3191. Q. He said : Is that all ?— A. Yes.

3192. Q. Did you say: Yes it is?— A. I said: "Yes, it is," at the tii. .

By Mr. Aspinall: !

3193. Q. We are dealing with that time you know? — A. Yes.

3194. Q. Are you really telling the truth? — A. Well, I do not think I would
come here to this Court to tell you an untruth.

By Lord Mersey:

3195. Q. Are you telling us the truth? — A. Yes, sir.

By Mr. Aspinall:

3196. Q. You have made certain statements in regard to the whistles that you
heard?— A. Yes.

3197. Q. Amongst other things you told Mr. Haight that the Empress blew single
long blasts and that you heard them. Did you tell Mr. Holden that? — A. I told him
that.

3198. Q. Will you swear ?— A. Yes.

3199. Q. I have read through this book. We can get, if need be, the steno-
grapher to certify the accuracy of it and I tell you frankly I cannot find the state-
ment. Are you sure that you told Mr. Holden that you heard single long blasts
blown on the whistle of the Empress ? — A. I told him I heard the Empress whistle
blowing.

By Lord Mersey :

3200. Q. That is not the question.? — A. Yes, sir.

By Mr. Aspinall:

3201. Q. Why do you not answer the question? — A. You asked me the question
and I said, 'yes, sir,'

Lord Mersey. — No you did not.

By Mr. Aspinall:

3202. Q. In that connection, let me ask you then when you went to see Mr.
Haight last night did you give him the information then in his room that the
Empress blew single long blasts? — A. Yes, sir.

3203. Q. How came you to give Mr. Haight that information last night? — A.
How came I, sir?

3204. Q. I wish you would not repeat what I say. Do you not hear what I say?
—A. Yes.

3205. Q. Well then, it is unnecessary to repeat it. — A. I was asked.

3206. Q. By whom?— A. By Mr. Haight.

By Lord Mersey:

3207. Q. What did he ask you? — A. He asked me did I know anything about the
blowing of the whistle on the Empress?

3208. Q. What did you say ? — A. I told him that it had been blowing all the time.

3209. Q. Is that all you told him?— No, sir.

3210. Q. About the whistling. What else did you tell him? — A. About the steer-
ing gear.

GAL WAT.

182 MARINE AND FISHERIES

5 GEORGE V., A. 1915

3211. Q. No, is that all you told him about the whistling? — A. That is all.

3212. Q. And what you told him about the whistling was that the whistle was
going all the time? — A. That I know of.

By Mr. Aspinall:

3214. Q. Did you tell this gentleman that you heard the' Empress whistle sound-
ing three short blasts twice? — A. Yes.

3214|. Q. That is the fact, is it not?— A. Yes.

3215. Q. Do you remember being asked this .question:

"Was your ship sounding her siren all the time, what signal was it? — A.
Two blasts."

Do you remember being asked about the Empress blowing two blasts?

" Q. That is a signal meaning — I am still in the water in a fog. — A. Yes,
sir."

3216. Q. And you told that gentleman this ? That was within a few days after this
accident had happened and everything was fresh in your memory?— A. Yes.

By Lord Mersey:

3217. Q. Was that true? — A. As far as I know, yes, sir.

3218. Q. Is it as true, at all events, as what you have told us to-day?— A. Well,
yes, sir.

By Mr. Aspinall:

3219. Q. It is true?— A. It is true.

3220. Q. Having got this important information in regard to the steam steering
gear did you at a later date go and see Captain Walsh and Mr. Beatty? — A. I did so,
sir.

3221. Q. Did you tell them what you have told us here about the steering? — A.
Yes.

3222. Q. Is it not a fact that after you told Captain Walsh and Mr. Beatty
about this incident they at once said: Now you have got to stay? — A. After I told
them, sir.

3223. Q. That is the question.

By Lord Mersey:

3224. Do not repeat the questions but answer them? — A. I do not think he

exactly \

By Mr. Aspinall:
32^5. Q. Only tell what you are asked? — A. I do not think you are putting it in
what I think the right manner.

3226. Q. Will you put it for me if you think you can put it in the right manner?
In what respect am I putting it wrongly?

Chief Justice McLeod. — Suppose you repeat the question.

By Mr. Aspinall:

3227. Q. After you had seen Captain Walsh and Mr. Beatty and told them you
were making complaints about some of the steering gear, were you then told that
instead of being sent home you would have to stay? — A. Instead of being home I
would have to stay?

3228. Q. That is the question.— A. That is right, sir.

3229. Q. And in consequence of that you have stayed? — A. That is right, sir.

GALWAY.

EMPRESS OF IRELAXD—STORSTAD COLLISION 183

SESSIONAL PAPER No. 21b
By Lord Mersey:

3230. Q. Did these two gentlemen, representing the Canadian Pacific Railway
Company, tell you, after you- had told them that there was something wrong with
the steering gear: Then you must stay for the inquiry? — A. They did.

By Mr. Aspinall:

3231. Q. The night before last did you pay Captain John Walsh a second visit?
—A. The night before last?

3232. Q. Why do you repeat my questions? — A. I think it is only right to do
so, sir.

3233. Q. Answer the question. — A. Yes, sir, I did.

3234. Q. What had you got in your mind when you went to see Captain Walsh
the second time? — A. I had in my mind to get a room; I had no room at the time.

3235. Q. You wanted something? — A. Yes, sir.

3236. Q. Was it more than a room?- -A. Was it more than a room? That is all
I wanted, sir.

3237. Q. I am not suggesting that at any time you asked for money. — A. You
are as much as suggesting that, sir.

3238. Q. Why did you go to see Captain Walsh to ask for a room? He is a
gentleman of some position, is he not? — A. Yes.

3289. Q. Why did you select Captain Walsh for a visit the night before last? —
A. Because I was sent down here from the company's head office, and that is the only
man that could have done so because when I went to the office at the Chateau
Frontenac they told me I would have to see Captain Walsh.

3240. Q. What did Captain Walsh say to you on the second occasion? — A. He
told me that I would probably be here a week.

3241. Q. Then the next evening you pay this surprise' visit to Mr. Haight ? — A.
Yes.,

3242. Q. What really prompted you to go to Mr. Haight — A. The truth, sir.

3243. Q. You are so anxious that the truth should be brought out that you go to
see Mr. Haight ? — A. I was advised to do so.

3244. Q. Is your suggestion that Capt. Walsh was doing anything which would
result in concealing the truth from the tribunal? — A. Well, going home in the Cal-
garian— that is so.

3245. Q. But this incident about your going home on the Calgarian occurred this
morning and you saw Mr. Haight yesterday. — A. Last night.

3246. Q. The visit to Mr. Haight occurred before the Calgarian incident? — A.
Last night I heard of it, but definitely they did not tell me till this morning to get a
ticket to go home on the Calgarian.

3247. Q. You had heard of it?— A. Yes.

3248. Q. Is your suggestion that Capt. Walsh, having seen you and told you to
stay, and having said ' You will be here a week,' has suddenly changed his mind and
is seeking to smuggle you out of the country this afternoon? Is that the suggestion?
— A. That is the only suggestion I can make.

By Lord Mersey :

3249. Q. Do you believe it ? Now come, you know Mr< Walsh — do you believe it ? —
A. That is the only thing I can suggest.

By Mr. Aspinall:

3250. Q. I pass away from that. I want to ask you on how many occasions have
you steered this ship ? — A. We are at the wheel all the time at sea on and x>ff.

3251. Q. Extending over a period of how long? — A. Two hours.

GAL WAY.

184 MARINE AND FISHERIES

5 GEORGE V., A. 1915

3252. Q. But how long have you been on this ship? — A. That is the right way to
put the question. You did not ask me that before. Two voyages, sir.

3253. Q. You do not seem to like my questions. — A. Well, I would like if you
could put them more plain, sir.

3254. Q. You have been two voyages? — A. Yes sir.

3255. Q. And you have been steering the ship on a great number of occasions? —
A. Yes sir.

3256. Q. If I understood your evidence aright, it was only on one occasion that the
helm had jammed? — A. It jammed once, yes.

3257. Q. It was hard to work on that one occasion? — A. Yes.

3258. Q. On the other occasions when you used the wheel it went over readily
enough but the ship for some strange reason, although you had got your wheel over,
sheered about? — A. That is so.

3259. Q. That explains all the trouble you have had with the steering of this
vessel? — A. Yes.

3260. Q. There is one other matter that perhaps I ought to have asked you about,
Mr. Galway. Did you tell Mr. Holden, when you saw him at Montreal, when you
were asked if i the reversing of your engines took the ship's way off ' that you thought
so ? Was your answer, ' I think so.' You have told me this afternoon that you told
Mr. Holden that your whistle was twice blown and that it blew three short blasts? —
A. Yes.

3261. Q. That is right, is it? And in connection with the reversing of her
engines, Mr. Holden asked you the question whether the reversing of the engines took
your way off. Do you remember ? — A. Yes, that is so.

3262. Q. He said, "Do you think they took her way off?— A. I think so."—
A. What I understood him to say was how many minutes did it take the stern way off
the ship and I answered ' seven minutes.'

3263. Q. Let me repeat this :

" They stopped the engines and then reversed them and then kept on going
astern for a certain length of time? — A. Yes.

" Q. Do you think they took her way off ? — A. I think so.
" Q. Did she get any stern way ? — A. I do not think so."

Did you tell this gentleman that? — A. Yes.

3264. Q. Is it right ; is it correct ? — A. I say yes, sir.

By Mr. Haight:

3265. Q. Were you also asked how many minutes you thought it would take going
full speed astern to bring the steamer to a dead stop? — A. I was.

3266. Q. What was your answer to that? — A. Seven minutes.

3267. Q. I understood you to say on your cross-examination that after seeing
Mr. Beatty and Capt. Walsh they told you that you must stay on this side? — A. That
is so.

3268. Q. Both of them told you that at the time of your interview — or which gen-
tleman interviewed you? — A. Yes.

3269. Q. Was that before or after you received the letter addressed to the cap-
tain of the Montreal? — A. Capt. Walsh told me if you want to go home you can do so,
but I have stopped back.

3270. Q. Did Capt. Walsh say that to you before or after he told you you must
stay?— A. After.

3271. Q. You said on your cross-examination that you had heard about their
wanting you to go home on the Calg avian to-day. When did you hear about that? —
A. I heard about it last night.

GALWAY.

EMPRESS OF UiELAy D—STORSTAD COLLISION 185

SESSIONAL PAPER No. 21b

3272. Q. From whom? — A. From the office lad.

3273. Q. Did you make any statement to me last night on this subject? — A.

Lord Mersey. — This is becoming a most curious examination. In all my life I

have never heard any counsel ask a witness to repeat the statements that he made to
him in private.

Mr. Haight. — I thought that having been cross-examined by the other side as to
what he had said —

Lord Mersey. — It is becoming to my mind, so utterly irregular that I really can-
not interfere — you must finish it in your own way.

Mr. Haight. — I do not care to press the question.

Lord Mersey. — If we were to pursue this to the end we should have you in the
witness box and have you cross-examined and that, at all eveuts, I am not going to
allow.

Mr. Haight.. — It would not be a matter that I would object to. If anybody wished
to cross-examine me I would be willing to submit to it.

Lord Mersey. — Well then, you are a very odd man. (To witness.) Do you say that
the steering gear of the Empress of Ireland misbehaved on one occasion when you were
going up the St. Lawrence and that was an occasion when you were in a narrow chan-
nel?— A. Yes.

3274. Q. And was that the occasion when, in consequence of her not answering the
wheel, she came within 40 feet of some other vessel? — A Yes.

3275. Q. Do you know Avhether in that narrow channel there are any strong cur-
rents?— A. Yes, there was.

3276. Q. Did the currents affect the movement of the ship?— A. To a certain
extent, sir.

3277. Q. Is the wheel always able at once to counteract the effects of these cur-
rents?— A. It is not.

3278. Q. Were you in a channel where these currents are found? — A. I was.

Mr. Aspinall. — This witness has stated that he told both Murphy and the pilot
and they are here.

Lord Mersey. — Very well, we had better finish it.

John Murphy, quartermaster, Empress of Ireland, recalled.

By Mr. Meredith:

3279. Q. You have been already examined ? — A. Yes, sir.

3280. Q. You were quartermaster and you were on duty during what time? — A.
12 to 2.

3281. Q. Tell the Court how that ship steered? — A. The ship steered very good,
as good as any ship I have ever been on.

dZSQ. Q. You have been quartermaster how long ? — A. Four years and five months.

3283. Q. Were you on any ship before that? — A. Yes, the Lake Champlain.

3284. Q. Have you ever had any trouble with her wheel? — A. Never.

3285. Q. You have heard Galway

Lord Mersey. — Is not Galway the gentleman who wrote the letter to the news-
papers '{

Mr. Meredith. — Yes, my Lord. My learned friend handed in a document this
morning which purports to be an interview between Galway and somebody which I
think might be filed.

Lord Mersey. — I do not want it. I only wanted to know whether he was a literary
man or not.

murphy;.

186 MARINE AND FISHERIES

5 GEORGE V., A. 1915
Mr. Meredith. — It depends entirely on one's ideas of literature.
Mr. Haight. — It is an interview printed in a Montreal paper and not a letter
addressed to the paper that I have quoted here.

By Mr. Meredith :

3286. Q. Now, Murphy, you heard the last witness... you were in Court? — A.
Yes.

328'7. Q. You heard him say that he told j'ou something to this effect, to be care-
ful of the ship that she was not steering well. . . is that true? — A. Never, sir.

Lord Mersey. — The letter, as I understand it, is not about the steering.

Mr. Meredith. — No, my Lord; not as I remember it.

Lord Mersey. — Mr. Haight, does the letter mention the steering?

Mr. Haight. — There is no letter, my Lord. It is an interview.

Mr. Meredith. — It purports to be an interview, my Lord. It is not put in the
form of a letter but is supposed to be an interview with Galway:

Lord Mersey. — Well, gentlemen, I think I know the reporters more or less, and
my experience is that reports of interviews are always very full. I am not sure they
are always very accurate, but they are always very full. Is there a word about the
steering gear in that interview?

Mr. Meredith. — I shall leave that to Mr. Haight. I do not think there is.

Mr. Haight. — I think not, my Lord.

Lord Mersey. — :The principal asset is left out.

By Mr. Meredith:

3288. Q. I understood you to say, Murphy, that you relieved this man Galway at
the wheel, didn't you? — A. At twelve o'clock, sir.

3289. Q. Did he say anything to you in any way about the bad steering of the
ship, or that the wheel was not working properly? — A. Never, sir.

By Mr. Haight:

3290. Q. I understand, Murphy, you have never had any trouble with the steer-
ing gear? — A. Never since I have been on the ship.

3291. Q. You found that it worked with absolute promptness whenever you put
the wheel one way or another? — A. No, sir, it might be that it does not catch, and what
you have to do is put your wheel back amidships and give it the helm, and it will
catch on right away.

3292. Q. Sometimes when you lirst put the wheel over she does not catch on,
and then you have to bring her back amidships? — A. That might occur every two
years.

3293. Q. It has occurred? — A. Only once since I have been in the ship.

3294. Q. Your sometimes is rather infrequently then? — A. Sir?

3295. Q. Has she ever jammed with you? — A. No, sir, never.

3296. Q. Well, when was the one occasion, Murphy? — A. Two or three years
ago, sir1, I am not quite sure, but it is a long time ago.

Mr. Meredith. — May I ask one question to Pilot Bernier.

Adelard Bernier, licensed St. Lawrence pilot below Quebec, sworn.

By Mr. Meredith:

3297. Q. Mr. Bernier, you are a licensed pilot below Quebec? — A. Yes.

3298. Q. For how many years have you been in the habit of piloting the
Empress of Ireland? — A. Seven years.

BERNIER.

EMPRESS OF IRELAND— STORSTAD COLLISION 187

SESSIONAL PAPER No. 21b

3299. Q. And you pilot her in the narrow waters that exist between Quebec
and Father Point ? — A. Yes, sir.

3300. Q. After that, of course the river broadens out to about 25 miles? — A.
Yes, not 25 miles, but below the Traverse eight or nine miles.

3301. Q. But below Father Point it broadens out to about twenty-five miles? —
A. Oh, yes.

3302. Q. Now in the narrow waters that you have piloted that boat in have you
found her a good steering ship? — A. Well, sometimes we have slowed down to half
speed.

3303. Q. Yes? — A. Yes, and she was steering all right then at half speed.

3304. Q. Would you call her a good steering ship, as compared with other ships?
— A. Yes, of course she was like other ships, when they were given too much wheel,
and not easing it in time, she was taking a sheer.

3305. Q. That is common with other ships? — A. Yes, certainly. It depends a
lot on the man at the wheel; she wants to be watched very closely.

3306. Q. You saw this man Galway in the witness box? — A. Yes.

3307. Q. You saw this man Galway in the witness box? — A. Yes.

3308. Q. Just a few minutes ago?— A. Yes.

3309. Q. Would you rather give your evidence in French, Pilot? — A. No, it's all
right.

3310. Q. Did he ever make any complaint to you at all? — A. Not at all.

3311. Q. About the steering of the ship or her wheel? — A. No, not at all, sir.

By Mr. Haiglit:

3312. Q. You stated, Mr. Bernier, that sometimes you have to slow the Empress
down? — A. Yes, on account of the water to let the water rise or off shoal water.

3313. Q. If you don't slow her down what does she do? — A. In a narrow channel,
at 500 feet, I wouldn't dare to pass her at full speed.

3311. Q. For fear she might sheer into one shore or the other ? — A. Yes, certainly.

3315. Q. Now if the man at the wheel does give her a little too much helm one
way or the other, do you have to put the wheel hard over to counteract the sheer? —
A. Yes, sometimes, because it often happens when they don't watch her closely enough,
sometimes they give the wheel, and don't ease it in time, and of course the ship

.inclines either one way or the other.

3316. Q. How much time were you on the bridge, Pilot, from Quebec to Father
Point ?

Witness. — How much ?

3317. Q. Yes, how much time were you on the bridge? — A. All the time. I had
my lunch in the wheel-house.

By Sir Adolphe Routhier:

3318. Q. Was the Captain there?— A. Well, not always, not all the time. His

room is on the same deck.

By Lord Mersey:

3319. Q. His room is on the same level with the bridge? — A. Yes, he can see
through his port forward.

By Mr. Haight:

3320. Q. Between ten and twelve o'clock on the night of the disaster do you
remember how much time you were out on the bridge?

The Witness.— That I was out?

3321. Q. Yes, do you remember how much time you were out on the bridge? — ■
A. I was on the bridge all the time from the time we left the wharf until she was
down there.

BERNIER.

188 MARINE AND FISHERIES

5 GEORGE V., & 1915

332-2. Q. Yes, Mr. Bernier, but T understand you call it being on the bridge when

you are in the Captain's house after the wheel that is also the bridge according

to you ? — A. That is on the same level as the bridge.

3323. Q. I want to know how much time between ten and twelve were you out
iu the open air, on the open bridge, forward of the wheel? — A. Well, I was there,
walking there, all the time.

3324. Q. All the time from ten to twelve?— A. All the time from the time we left
the wharf until the ship was down there.

3325. Q. Specifically, between ten and twelve, yon were not in the Captain's room
at all? — A. Oh no, I have never been there in the Captain's room. That was not my
duty. My duty was to stand by the man at the wheel.

By Lord Mersey:

3326. Q. The question is, did Galway complain to you about the steering gear? —
A. No, my Lord, he did not, and if the thing did happen I would have known it right
away, because I always watch the tell-tale, to see how the wheel is working.

Q. And he never complained to you ? — A. Not at all, my Lord.

By Mr. Haight:

3327. Q. Did the Second Officer or did anybody tell you that the steering gear had
jammed?- — A. No sir, not at all. And she never jammed either, because if she had
jammed for three minutes, as Galway said, we would have known it.

3328. Q. Do you remember the steamship Alclen — have you ever seen her? — A. Yes.

3329. Q. She is plying up and down the St. Lawrence for the Dominion Coal
Company? — A. Yes, I met her anywhere between White Island lightship and White
Island.

33'30. Q. About what hour was that ? — A. I have a chart here, and I can show you
just where it was.

3331. Q. No, about what hour? — A. Oh, about quarter to ten or ten o'clock.
We passed Cape Salmon at a quarter past nine, and it was about ten minutes to ten
or ten o'clock or something like that that we passed the Alden.

3332. Q. Did you have any occasion to order your wheel put hard over either one
way or another to get by her? — A. No, I had no trouble to meet her either.

3333. Q. Do you stand where you can see the compass? — A. No, the compass is
on top.

3334. Q. But you could tell? — A. Certainly by the swinging of the ship.

3335. Q. Or by the land?— A. Certainly, yes.

3336. Q. And from the time you saw the Alden until you got by her. . . — A. It
took pretty near half an hour. I saw where she was going to cross between Ked Island
and White Island.

3337. Q. Well from the time the Alden was three miles distant, up to the time
you passed her, was your vessel going steadily on an even course? — A. Yes, she was
steering fine at the time. I suppose she might have sheered a degree or two each side.

3338. Q. Was that a straight reach in the river there? — A. Yes.

3339. Q. In your judgment is it possible that she was sheering enough to shut
either light to a man in the position of the Alden s bridge? — A. I was showing my
green light to the Alden.

3340. Q. All the time? — A. Yes, until I was far enough down to port my helm
lo get clear of him. I didn't port before, because I was too close to White Island reef.

3341. Q. You passed on which side? — A. Port side, red to red.

3342. Q. And how far off were you when you ported and crossed her course to
show your red light? — A. She was about half a mile ahead of me. I ported half a
point, and we passed about a quarter of a mile of each other.

Lord Mersey. — What ship are you talking about now, Mr. Height?

BERNIER.

EMPRESS OF IRELAND— STORSTAD COLLISION 189

SESSIONAL PAPER No. 21b

Mr. Haight. — The steamship Alden, my Lord.

Lord Mersey. — Don't you think we have quite enough to do to deal with this col-
lision ?

Mr. Haight. — I have all the witnesses of the Alden, and I shall shortly have the
pilot of the Alden, and they will testify that as they went by the Empress that night
they thought they were going to be run down.

The Witness. — Oh I have a chart here and I can show you where they were.

Lord Mersey. — I don't know whether we are going to try another case, not ex-
actly another collision case, but another case where there was nearly a collision. If
you think it does your case any good go on by all means.

Mr. Haight. — Thank you, my Lord.

3343. Q. Do you always take the Empress down?.... the Empresses? — A. Yes,
up and down.

Lord Mersey. — Now, Mr. Newcombe, where is the witness that you wanted to
examine a little while ago?

Mr. Newcombe. — My Lord, there is a Mr. Henderson here, who was a passenger . .
. . .1 understand my learned friend wishes to examine him.

Lord Mersey. — I understood he did not want to examine him.

Mr. Haight. — My Lord, it is a different passenger now. They are asking about
Mr. Henderson now. He is not the witness that I wish to examine.

Lord Mersey.- -Then you want a different passenger?

Mr. Haight. — I would like at some time or other to examine Mr. Henderson, but
may I not at some time or other put on the men of the Alden. I thought they were
going to sail to-morrow morning, and that it was a case, of examine them to-day or
never, but I find now that that is not so, and I am therefore at your Lordship's direc-
tion.

Lord Mersey. — Well, Quebec is a very fine place, and I have no doubt they will
not object to staying until to-morrow morning.

Mr. Aspinall. — It has been suggested, my Lord, that I did not want Mr. Hender-
son called, but what I was proposing to do was this, I was going to call two sailors
to say what they did with regard to getting out boats and saving lives.

Lord Mersey. — Well, that is Mr. Gibsone's part of the case. You had better
call them.

Mr. Aspixall. — Then first I would call McEwen.

John McEwen, able seaman, Empress of Ireland, sworn.

By Mr. Aspinall:

3344. Q. McEwen, were you serving as an A.B. on board the Empress of Ireland?
— A. Yes, sir.

3345. Q. Was it your watch from twelve to four? — A. Yes, sir.

3346. Q What were you doing at the time of the collision? — A. I was off, bad
with two fingers, sir.

3347. Q. What is that?— A. I was off, bad with two fingers.

By Lord Mersey:

3348. Q. You mean you had hurt two fingers? — A. Yes, sir, I had them squashed.

McEWEN.

190 MARINE AND FISHERIES

5 GEORGE V., A. 1915
By Mr. Aspinall:

3349. Q. Do you remember the collision happening? — A. I was just on deck at
the time, sir, walking up and down, that was all.

3350. Q. Well now, as soon as the collision happened, what did you do ? — A. Well,
I went back to my room, sir, and got on my clothes and shouted to some other men that
were in their bunks.

3351. Q. You called some of them? — A. Yes, sir, I called some of the men that
were in their bunks.

3352. Q. And after that what did you do? — A. I went straight up to my boat.

3353. Q. Which was your boat ?— A. No. 9.

3354. Q. No. 9 was your own boat? — A. Yes.

3355. Q. And were you able to get her out? — A. Yes, sir.

3356. Q. And did she float?— A. Yes, sir.

3357. Q. Did she save life? — A. Yes, sir.

3358. Q. Did you get. into her?— A. Yes, sir.

3359. Q. Were any passengers put into her before she was put into the water? —
A. Yes, sir, one man, a passenger, swung out in her.

3360. Q. And then you lowered her into the water? — A. Yes, sir.

3361. Q. And having got her into the water, did she proceed to save life? — A.
Yes, sir.

3362. Q. How many people did she save? — A. I couldn't say how many, but we
filled up our boat down to the gunwales.

3363. And what did you do with that boat after she was filled up? — A. We took
her to the Storstad.

3364. Q. And then did you get rid of the passengers? — A. Yes, sir.

3365. Q. You put them on board the Storstad? — A. Yes, sir.

3366. Q. And what did you do then ? — A. We went back and picked up more.

3367. Q. And how many more did you pick up about on this occasion ...
did you fill your boat? — A. Pretty near.

3368. Q. And what did you do with them? — A. We went and put them on board
another steamer, a steam tug.

3369. Q. And then did you make a third trip? — A. Yes, sir, but we picked up no
survivors ; only some dead bodies.

3370. Q. And where did you take the dead bodies ? — A. To another steam tug.

3371. Q. And then ?— A. Then we were told by the second officer to go aboard the
tug boat, sir.

By Mr. Gibsone:

3372. Q. Did any of the crew of the Empress, who were manning the Empress'
boats and had brought passengers to the Storstad, refuse to go back in the Empress'
boats to rescue more passengers or members of the crew in the water? — A. No, sir,
none that I know of . . . none in my boat.

3373. Q, Yours, I think you said, was No. 9 boat ? — A. Yes, sir, No. 9.

3374. Q. And all the crew that originally started off, manning No. 9 boat, went
back again? — A. Yes, sir.

3375. Q. And worked there rescuing people? — A. Yes, sir.

By Lord Mersey:

3376. Q. Now just tell me, McEwen, did you hear of any of the Empress' men
refusing to do what they ought to do ? — A. No, sir, I never did.

3377. Q. You heard of none of them refusing to save lives? — A. No, sir, I never
heard of one.

3378. Q. Did they do their best?— A. Yes, sir.

McEWEN.

EMPRESS OF IRELAND— STORST AD COLLISION 191

SESSIONAL PAPER No. 21b
By Mr. Newcombe:

3379. Q. Was your ship going ahead at the time of the collision ? — A. No, sir, she
was stopped as far as I could see.

Downey, seaman. Empress of Ireland, sworn.

By Mr. Aspinall:

3380. Q. Downey, were you serving as an A.B. on board the Empress of Ireland?
— A. Yes, sir.

3381. Q. Were you off watch at the time of the collision? — A. Yes, sir.

3382. Q. Where were you when the collision happened? — A. In my bunk, sir.
3383 Q. Did you feel the shock? — A. Yes, sir, the shock woke me.

3384. Q. What did you do? — A. Well, the shock woke me, and the next thing I
heard was the boatswain's mate shouting for all hands on deck, and I immediately
jumped up and followed the boatswain's mate to the boat deck.

3385. Q. Which side of the boat deck did you go to? — A. The starboard side. I
went to the port side first, and I could do no good on the port side with the way the
boats were, and I went over and asked the boatswain's mate what to do, and he said to
see if everything was clear on the starboard side of the boat deck. I did so and
got as far forward as No. 1 boat. Then I assisted to lower No. 1 boat, with a man by
the name of Fitzpatrick. Fitzpatrick cleared the fall away for me, and I helped lower
the boat down, and then I went further aft and assisted in getting another boat out.

3386. Q. Which number? — A. I can't say the number of the boat but young Bruin
might be able to tell.

3387. Q. Was Bruin there?— A. Yes.

3388. Q. I suppose that was on the starboard side too? — A. Yes, one abaft the
other.

3389. Q. Did you get that boat into the water? — A. We got it out, sir, and I got
farther aft and left it in the hands of Bruin, and whether he lowered it or not I can't
say. There was a bit of confusion around for a bit, and I tried to keep a bit of a rush
back, and I got further back, and then I had to go in the water, sir. And I was picked
up by the boat the first officer was in. When I got into the boat I found the first officer
was in it.

3390. Q. Do you know the number ? — A. No, sir, I don't know the number, because
I was pretty bad after being picked up. I think myself I was about four or five
minutes in the water.

3391. Q. Were there any passengers in her? — A. Yes, sir, there was a lady pas-
senger. She was the first to leave the boat to go aboard the Norwegian ship.

3392. Q. Did you save many passengers ? — A. I didn't help any. I was one of the
last in the boat myself.

3393. Q. You were rather overcome? — A. I was overcome. Yes, I couldn't even
go back to help McEwen in the boat.

3394. Q. You were exhausted? — A. Yes.

3395. Q. And then the boat went to the Storstad? — A. Yes, she went to the
Storstad, and then she left the ship again.

3396. Q. And you didn't go back? — A. No, sir, I didn't go back. I was cramped
with being a certain length of time in the water.

3397. Q. But did the boat go back? — A. Yes, in charge of the first officer.

3398. Q. You saw it go away? — A. Yes, I saw him leave the ship. I was on the
Storstad's deck.

DOWNEY.

192 MARINE AND FISHERIES

5 GEORGE V., A. 1915

By Mr. Haight:

3399. Q. When you were picked up, Downey, you were not able to pull an oar or
do anything"? — A. I was not. I tried to, but I couldn't get an oar out with the crowd
in the boat.

3400. Q. You went with the other people on board the Storstad, and some one
else rowed the boat? — A. Yes, sir.

3401. Q. When you got to number 1 boat did you and the man who was helping
you do everything that was done to lower it? — A. I was at the pin, sir, lowering the
fall with the assistance of another man that is here now, clearing the fall for me.

3402. Q. Well, was any one at that boat when you got there? — A. The boat was
swung out when I got there, and I went to the fall to do the best I could, and I
managed to get the best part of it.

By Mr. Gibsone:

3403. Q. None of the Empress men, as far as you know, who had been manning
the Empress boats and had brought passengers to the Storstad, none of those men
refused to go back as far as you know? — A. No, not as far as I know. I didn't go — I
was not asked to go and didn't go, because I told the man that was in charge that
I was not able to go. I was cramped, sir.

3404. Q. McEwan went back? — A. Yes, sir, McEwan went back in the boat
with the first officer in charge.

3405. Q. And the other members of the Empress' crew that were manning the
boats went back? — A. Yes, sir, they made 'Several trips.

Mr. Aspinall. — My Lord, I have other seamen here, but I do not propose to call
them.

Lord Mersey. — Mr. Gibsone, you have heard what the witnesses have said, so
far, I mean the seamen. I don't know whether in the face of their evidence you
desire to persist with the charge that some of the men in a cowardly manner refused
to go back to the rescue of the drowning people.

Mr. Gibsone. — I made no such charge, my Lord, on the contrary my intention
and my belief is, and my instructions are, that all the men acted in a courageous
and proper manner throughout, and all the questions I have been putting to the wit-
nesses have been with the intention of bringing out those facts. The suggestion,
if I may put it that way, that some of the Empress' men did refuse to go back and
were derelict in their duty, I think came from the lips of Mr. Tuftenes, the chief
officer of the Storstad, and also partly from the captain of the Storstad. I venture
to say that I think the statements have been disposed of by the witnesses that have
been heard since.

Lord Mersey. — Well, Mr. Haight, do you suggest that the members of the crew
of the Empress behaved badly?

Mr. Haight. — Not at all, my Lord, I only wanted to show, in answer to the
charges that have been made against us of deliberately allowing people to drown, that
we not only manned our own boats, but also manned those of the Empress.

Lord Mersey. — Well, all I can say is that if these charges have been made here
I have not realized the fact. It has never entered into my head to suspect that any-
body in the Storstad behaved badly towards the people that were drowning. On the
contrary, it seems to me they behaved very well.

Mr. Haight. — The charge was made principally through the press, while your
Lordship was on the ocean, but while Captain Kendall was on the stand, he said
that without reason or excuse we not only backed away but we backed a mile away.
I do not for a moment suggest that the conduct of the officers or men of the Empress
should be characterized as cowardly or otherwise, but I only want the court to know
that we not only manned our own boats, but also supplied a full crew to one Empress

DOWNEY.

EMPRESS OE IRELAND— STORSTAD COLLISION 193

SESSIONAL PAPER No. 21b

boat and part of a crew to one other. It may well be that every man whose place
we filled was quite exhausted and unable to go any further.

Lord Mersey. — Mr. Aspinall, do you suggest that any of the people on the Storstad
misbehaved with regard to saving life?

Mr. Aspinall. — No, my Lord, on the first day of the inquiry I said on one occasion
that speaking for myself that was my view, and I will say now it is speaking for every-
body too, that is for my clients.

Lord Mersey. — Well, Mr. Gisbone, under these circumstances, do you think it is
worth while to call other witnesses to substantiate wThat these witnesses have spoken
to?

Mr. Gibsone. — No, my Lord, I do not. I think the whole point is cleared up now.

Lord Mersey. — Then I think we will pass to something else.

Mr. Haight. — I only asked Mr. Henderson to be here because our people felt that
the world as a whole believed we had deserted drowning people. My only purpose in
having Mr. Henderson here is to prove how close the Storstad came to the Empress
while we were sending our boats back and forth. After your Lordship's pronouncement
1 do not require him any further.

Mr. Aspinall. — Now, my Lord, I was going to call the first-class passenger stew-
ard, and also the second and third-class passenger stewards, and thus dispose of the
stewards' department.

Lord Mersey. — Well, proceed, Mr. Aspinall.

Augustus Gaade, chief steward, Empress of Ireland, sworn.
By Mr. Aspinall:

3406. Q. Mr. Gaabe, were you the chief steward on the Empress of Ireland?. — A.
I was.

3407. Q. Were you a steward for eight years ? — A. Yes, sir, I have been chief stew-
ard for eight years.

3408. Q. Have you night watchmen about? — A. We have, sir.

3409. Q. In the first, second, and third class? — A. Yes, sir.

3410. Q. What are their duties? — A. They clean the boots during the night and
see that the lamps are lighted aft, and attend generally to the passengers if they ring
their bells or require anything during the night.

3411. Q. Now, were you turned in at the time of the collision ? — A. I was.

3412. Q. Where is your cabin? — A. My cabin is on the port side in the main
companion, but if there is a stateroom free, I generally have a stateroom, as I use my
room more for an office. That night, I was sleeping in room 218, an inside room.

3413. Q. On which side? — A. On the starboard side.

3414. Q. On which deck ? — A. The main deck ; the saloon deck.

3415. Q. What woke you? — A. I am a very light sleeper, and was wakened by a
crash on the ship's side. I immediately jumped out of bed, threw a dressing-gown on,
went out on the main companion, and met the night watchman, and asked him where
was she struck. He said 'amidships', and I said 'Call all passengers you can and tell
them to get life-belts on and muster on the top deck.'

3416. Q. And did he proceed to do that?— A. Yes. I then went back to my room
and slipped on a pair of trousers and a coat, which didn't take very long. Then I went
o»t in the companion. There were several ladies there and I told them to go out on
deck. Several of them clung to me and asked me to save them, and I said 'No one
will be saved unless you give us a chance to get out on deck and get the boats out.'

GAADE.

21b— 13,

194 MARINE AND FISHERIES

5 GEORGE V., A. 1915

And I told them to go and get their life-belts on. I then went to No. 1 boat,
which they were working hard to get out, on account of the tremendous list. The
purser arrived at the same time, and we had great difficulty in getting her out. At
last she went out with a terrific swing, which must have swung six or eight men right
into the water, and when the boat went out she must have taken another six with her,
that were clinging to the side of the boat, pushing her out. I sung out to the men to
pick up as many as they could and keep as near to the ship as possible.

At the same time, I heard the Captain call out something similar on the mega-
phone. I then, with the Purser, proceeded to the bridge. The ship had a tremendous
list at that time, in' fact No. 1 boat was not more than three or four feet above the
level of the water when she went out. The Purser and I got up on the bridge, and I
said to the Captain ' I suppose there is no chance of running her ashore ' ? and he said
' No, that steam was shut off,' and I said ' Well, this looks to be about the finish ',
and the Captain said, ' Yes, and a terrible finish it is too.'

In less than half a minute I was submerged, and the ship went down, leaving me in
the water. I did not know what happened to the Captain or the Purser. I cannot
swim, and I came up for the last time and I grabbed hold of something which after
about twenty minutes I found to be a corpse with a life-belt on. I managed to raise
myself up and to keep my head above water. Some time after I got amongst some
broken wreckage, and I transferred myself as soon as possible from what I had hold
of. I must have been in the water fully 45 minutes before I was rescued, which I
understand was by one of the ship's boats. I couldn't say what boat it was ; I couldn't
say how they got me aboard a vessel which I afterwards found was the Eureka. I
was landed at Eimouski, and with a saloon passenger and a lady was soon taken away
and got to bed, as we were in a very great state of collapse.

3417. Q. I want you to tell me this, did you see any of your steward staff going
to the water-tight doors? — A. I didn't only see one man proceeding to the water-tight
doors.

3418. Q. When you say you didn't only see one man, you mean you only saw one
man, don't you ? — A. Yes.

3419. Q. That was a steward? — A. Yes, a man named Hayes.

3420. Q. Which door was he going to? — A. To the one that closed the forward
door — the steerage dining-room.

3421. Q. Did you see if he did operate it? — A. No, sir,

3422. Q. You do it with a ratchet, don't you? — A. In that particular one it is
with a handle. Some are with a handle and some with a key.

3423. Q. You saw him walking over to do it? — A. Yes.

3424. Q. Speaking of your staff, as far as you could see, did they behave well? —
A. I never saw any one misbehave themselves at all. Every one that I saw was behav-
ing well.

By Mr. Newcombe:

3425. Q. The weather that night, was it fine ? — A. Well, I didn't see very much of
it. Of course I had been in bed, and when I got out it was rather dark.

3426. Q. Do you know whether the portholes were open in the cabins? — A. The
lower portholes would be closed, and what we call the interchangeable alleyway, or
main deck, which is considerably above the water, probably would be open. But there
is a notice left each night by the bedroom stewards, posted on the indicator, denoting
what ports are open, so that in case of a sea or anything going on to close them
up immediately.

By Lord Mersey:

3427. Q. Did you state that you saw a body with a life-belt on ? — A. Yes.

GAADE.

EMPRESS OF IRELAND— STORSTAD COLLISION 195

SESSIONAL PAPER No. 21b

3428. Q. How was the dead body, was the head up out of the water? — A. The head
was down.

3429. Q. Can you tell us whether that life-belt was properly attached to the body ?
— A. It appeared to be so, sir.

3430. Q. Then how do you account for the head being down? — A. I imagine he
had been killed the same as several were.

3431. Q. You don't think he had been drowned? — A. No, sir, I think he had
been killed. All the gear coming over from the port side and coming across the deck
would probably kill a lot of people that had life-belts on, sir.

Williams, chief second-class steward, Empress of Ireland, sworn.

By Mr. Aspinall:

3432. Q. Mr. Williams, were you the chief second-class steward on the Empress
of Ireland? — A. I was, sir.

3433. Q. Had you been on the Empress seven years at the time this accident hap-
pened?— A. Seven years and seven months, sir.

3434. Q. At the time of the accident, where were you ? — A. In bed, sir.

3435. Q. Where is your bed? — A. In the forward end of the second-class dining
room, on the starboard side.

3436. Q. Did you wake at once? — A. I must have been awake a couple of seconds
before the accident.

3437. Q. What did you do? — A. I jumped up and looked through the port and
just saw the Storstad just sliding slowly past our port.

3438. Q. Sliding slowly past?— A. Yes, sir.

3439. Q. And what did you do then? — A. I just slipped my trousers on sir and
called Mr. Lewis that was sleeping in the room with me, and went through the second-
class dining room, sir, down aft, to see if the two night watchmen were calling the
people on the two lower decks.

3440. Q. Who are those two night watchmen? — A. Tresner and Paddy, sir.

3441. Q. Were they calling the people? — A. Yes, sir.

3442. Q. Would it be their duty to do so ? — A. It was their duty, yes, sir.

3443. Q. What did you do then? — A. The siren went for the boats, sir, and I
went up.

3444. Q. What does the siren mean? — A. Boats and water-tight doors.

3445. Q. It is the signal for the boats and water-tight doors? — A. Yes, sir.

3446. Q. And you went up to the boats? — A. Yes, sir.

3447. Q. On the boat deck ?— A. Yes, sir.

3448. Q. Which side of the boat deck? — A. I went on the port side.

3449. Q. On the port side? — A. Yes, I went to go on the port side.

3450. Q. Why? — A. Because my boat was there.

3451. Q. Which is your boat?— A. No. 6.

3452. Q. And you wished to go to your own boat, and you knew it to be Number
6? — A. Yes, I knew it, but I knew it was useless to go there.

3453. Q. Then did you go on the starboard side? — A. Yes, I went on the star-
board side to No. 13 boat.

3454. Q. And what happened about it? — A. We got her out, sir, after a lot of
trouble. The ship was listed over so badly it was almost impossible to get her out.
We got her half-way out, the aft end, and then she got stuck right in between the
davits, and then Mr. Moore, the fifth officer, asked me to jump in and try to twist the
block, which I did, and she went out with a tremendous swing and threw me flat on
my back in the boat.

WILLIAMS.

2\h— 13£

196 MARINE AM) FISHERIES

5 GEORGE V., A. 1915

3455. Q. And did shn reach the water? — A. Yes, she was lowered to the water.

3456. Q. And did she save life? — A. Yes, quite a number, full up.

3457. Q. And where did you take the people to? — A. To the Storstad.

3458. Q. And did the boat come back? — A. Yes.

3459. Q. What did you do? — A. I went to the Storstad. I had taken my trousers
o \\ then to give them to another man.

3460. Q. You were a steward?— A. Yes.

3461. Q. But the boat went back then? — A. Yes, sir.

3462. Q. That it all you know about it? — A. Yes, sir, that is all I know.

By Mr. Haight:
3563. Q. Where were you, Mr. Williams, when you could first see out on your
starboard side immediately after the jar of the collision? — A. When I looked over the
port or when I got on the deck?

3464. Q. Through the port? — A. I was in my room, sir.

3465. Q. And you looked out of your own porthole? — A. Yes.

3466. Q;. Was it then you saw the Storstad sliding by? — A. Yes, almost just going
past.

3467. Q. That is she was going towards your stern? — A. Yes.

3468. Q. Where is your room, please? — An. On the forward end of the second-class
dining room on the main deck.

3469. Q. Will you please look at the diagram of rooms on the Empress of Ireland?
— A. I don't think it will be on that.

3470. But will you just indicate approximately in lead pencil about where your
room was? — A. Yes I have done so, sir.

3471. Q. I see that you indicate a room that is marked as the plate and glass
room? — A. Yes, it has been changed, sir, this last three months. My room has been
built in this plateroom and that has been put on the other side.

3472. Q. And when you came up on deck and went to the starboard side, did you
see the Storstad then? — A. Yes, I think she had gone just around the stern.

3473. Q. The fog had not quite shut her out? — A. Not quite.

3474. Q. But she then disappeared? — A. She disappeared from my sight, and I
couldn't see her after.

By Mr. Gibsone:

3475. Q. What are the duties of the night watchmen in the second-class? — A. The
same as the first-class, cleaning the boots and attending the passengers, and so on.

3476. Q. Yoru heard the evidence of the previous witness? — A. Yes.

3477. Q. And all the duties are the same as he enumerated? — A. Exactly, sir.

Joseph Hayes, assistant steward, Empress of Ireland, sworn.

By Mr. Aspinall:

3478. Q. Mr. Hayes, will you please try to speak up? — A. Yes sir.

3478. Q. Were you one of the assistant stewards in the third-class? — A. Yes.
I was.

3480. Q. Chief assistant steward? — A. Assistant steward.

3481. Q. And were you turned in at the time of the collision? — A. Yes, I was
turned in.

3482. Q. Did the blow or the shock wake you? — A. Yes, it woke me.

3483. Q. What did you do? — A. I just slipped on a pair of trousers and slippers
and got out into the alleyway. The stewards' quarters go on to the working alley-
way, and the stokehole also go on the same alleyway. When I got out it was filled

HAYES.

EMPRESS OF IRELAND— STORSTAD COLLISION 197

SESSIONAL PAPER No. 21b

with smoke and you could smell a nasty smell, the nasty smell that arises when you
throw water on live coals, and I concluded I should go at once to my bulkhead door.

3484. Q. Which one was that ?— A. Well I think the number is 78, but it is the
door between the steerage dining-room and the steerage bedrooms on the starboard
side.

3485. Q. You operate that from where? — A. From the same deck as the stewards'
quarters.

3486. Q. And where is the door itself? — A. On the deck below, between the
steerage dining-room and the steerage quarters.

3487. Q. Did you try to work it? — A. I tried, but I could not close it because of
the list.

3488. Q. Which side of the ship was it on? — A. On the starboard.

3489. Q. And you would have to work it up hill? — A. Yes.

3490. Q. And you found you couldn't? — A. I couldn't.

3491. Q. And you hadn't much time? — A. No, sir.

3492. Q. Well, what did you next do? — A. I went up the main companion to the
upper promenade deck, and I remained at the bottom of the companion from the
upper promenade deck to the boat deck assisting a few passengers up . . . there
were some ladies there . . . trying to keep a little order if possible. I remained
there about four minutes, and then went on to the boat deck. The boats were getting;
loose by this time and there was a big list on.

3493. Q. Which side of the boat deck did you go on?— A. Port.

3494. Q. Why?— A. My boat No. 12 was there.

3495. Q. Were you able to do any good there? — A. No, sir.

3496. Eventually where did you go? — A. To the starboard side to 11 or 13, I
don't know which.

3497. Q. Did you succeed in getting it out? — A. They did, with difficulty.

3498. Q. And you got it into the water? — A. Yes.

3499. Q. And having got it into the water what was done? — A. It just moved
out a few yards, and picked up all the people that threw themselves in. There were
only about two men in the boat then.

3500. Q. When you got it into the water? — A. The boat was lowered into the
water and commenced picking up people.

3501. Q. Did you fill it ? — A. It was really overcrowded.

3502. Q. And then where did it go to?— A. To the Storstad.

3503. And did it land the people? — A. Yes, on the Storstad.

3504. Q. And did you remain on the Storstad '? — A. Yes.

3505. Q. You were a steward? — A. Yes, but the boat went back with about six
of the crew in.

3506.' Q. With about six of the sailors.?— A. Yes.

3507. Q. And I suppose that is about all you can tell us ? — A. That is all, sir.

Mr. Haight. — I have no questions to ask.

Mr. Aspinall. — My Lord, I am going to call the Marconi man, Mr. Ferguson.

Koxald Ferguson, senior Marconi operator, Empress of Ireland, sworn.
By Mr. Aspinall:

3508. Q. Mr. Ferguson, you were the senior Marconi operator on board the
Empress of Ireland^. — A. Yes.

3509. Q. And you had a colleague ?— A. I had an assistant, Mr. Bamford.

3510. Q. I believe he luckily was saved as well as you? — A. Yes, we were both
saved.

FERGUSON.

198 MARINE AND FISHERIES

5 GEORGE V., A. 1915

3511. Q. Where were you housed on the Empress of Ireland? — A. On the upper
boat deck, iifter the second funnel.

3512. Q. Is that the room in which you operate? — A. Yes.

3513. Q. And also the room in which you live? — A. We have two rooms, a living-
room and an operating-room with a passageway between.

3514. Do you remember the collision happening? — A. Yes, I was in my bunk at
that time.

3515. Q. You were in your bunk at the time of the collision? — A. Yes.

3516. Awake? — A. Yes, I had turned in five minutes previously.

3517. Q. And was the machine at the time in charge of Mr. Bamford? — A. It was.

3518. Q. Did you feel the collision? — A. Yes, I was up when the collision actually
happened. I got up as soon as I heard the whistles on the Storstad.

3519. Q. And what did you do? — A. I was looking out through the port in my
cabin, which was on the port side. I was looking to see if I could see the ship that I
heard whistling and I felt the engines going astern, and I shouted through to my
junior that she was clearing out of the road of something, and after a short while,
whilst I was still looking through the port, he shouted ' Here she is '. . . . that
was after she had struck.

3520. Q. And where was she? — A. On the starboard side.

3521. Q. You were looking out of the port side and could see nothing, and you
heard your junior shout 'Here she is/ on the starboard side? — A. Yes, after she had
struck.

3522. Q. And she hit you on the starboard side? — A. I went to the starboard side
into our operating cabin and saw the lights passing.

3523. Q. What did you do? — A. I immediately took up the phone, which Mr.
Bamford had put down to look at the ship passing, and called up all stations, and told
them to stand by for a distress signal which I expected to be sent from the bridge.
That, of course, would stop anything at the time, so that I would have a clear way to
get any assistance possible. In reply I received a message from Father Point saying
' O.K. here we are.' Meanwhile, I told Mr. Bamford to get me some clothes, as I
was in my pyjamas of course, and he brought me those clothes, and I told him to run
along the bridge and ask if I was to call distress signals, S.O.S. to call for assistance,

and then I put on my clothes and I saw the chief officer's head passing the window

I was looking out of course, and I went out and met him at the door and I asked him
if I was to call S.O.S. and he said I was, because she was sinking. So I went and took
up the phones and called S.O.S. saying that we had struck something and were
sinking fast, that the ship was listing terribly. I sent it out very slowly, because I
knew that at that time there would be no senior operators on watch, so I sent it very
slowly to give the junior operators a chance to understand. Father Point replied say-
ing ' O. K.' and asking where we were. I thought a minute for no one had told me the
position, but I remembered them putting down the pilot, and I said we were about
twenty miles past Bimouski. He then said : ' Twenty miles,' wanting me to confirm
it, to show that he had it right, and while I was saying yes, the power shut right off,
and my handle went back and I was left without any power, and the lights went out too.

^y this time I was standing with one foot on the bulkhead and one on the floor,
she had listed so terribly, and of course all my papers and books were strewn all over.
Then I went out on the deck and was holding on to the rail, and was shouting through
my hands as a megaphone that there were plenty of ships coming, I saw Mr. Jones
the first officer and the second officer, and others, attending to the boats, and the chief
officer came alongside and said: ' What's that?' and I told him. ... I repeated to him
that we would have assistance in less than an hour, and he said to clear to my boat.
Then I went back into the cabin to work my emergency to see if I could get another
call in. I omitted to mention that Father Point said he was sending the Eureka in

FERGUSON.

EMPRESS OF IRELAND— STORST AD COLLISION 199

SESSIONAL PAPER No. 21b

reply to my calls, and also the Lady Evelyn. I got that after my power was shut off.
As I was saying, a few minutes ago, I went to get the emergency gear in working
order, and the first thing I knew the drawer had come out from under the desk and it
hit me, and the emergency^gear could not be used, the accumulators burst, and the ship
was lying on her side practically by this time, and I went outside and got hold of a
deck chair, that was lying there and intended to jump for it, for I had no belt, and
then she gave a sudden lurch and jerked me into the water. But previous to this, I
had heard a terrible clattering of all the boats from the port side crashing across the
deck to the starboard side. I landed in the water and was there about a quarter of an
hour possibly, it seemed a long time to me, and I was picked up by one of our boats
running into me, and I caught hold of the gunwale, and eventually managed to get
into the boat.

By Lord Mersey:

3524. Q. You say you put on what clothing? — A. A pair of trousers, a jacket,
and a pair of shoes which my junior had brought to me, and my overcoat was hang-
ing up in the room and I put that on too.

3525. Q. Which you got rid of, of course? — A. I got rid of those in the water.

3526. Q. Wouldn't you have been better with only your pyjamas? — A. I cer-
tainly would. When I put them on I had no intention of going into the water, my
Lord.

3527. Q. You would have been better if you had not? — A. I wish I had not,
because it stopped me getting into the boat when I first attempted to do so.

By Mr. Aspinall:
Mr. Bamford the junior operator is here, but I don't propose to call him, he can
add nothing to your statement.

3528. Q. Did he give you every assistance? — A. Yes, sir, he did.

By Mr. Haight:

3529. Q. Mr. Ferguson, as I understood you, you got out of your bunk when
you heard the Storstad blowing her whistle, and before the vessels collided? — A. I
did.

3530. Q. What whistles did you hear? — A. I heard one whistle. I cannot say
if it was a long blast from her.

3531. Q. You only heard her blow once? — A. Yes.

3532. Q. And when you got out of your bunk and looked for the Storstad in
the fog I understood you to say that you then felt your engines going astern? — A.
No, I felt them going astern when I got out of my bunk.

3533. Do you know how long they had been going astern before you got out
of your bunk? — A. No, I cannot remember at all coherently, I can remember the
facts.

3534. Q. You had noticed the astern vibration before that? — A. I don't remem-
ber that, I remember my feeling the vibration, but I cannot place it in order.

3535. Q. Now, when you first looked out you looked to the port side? — A. I
looked through the port on the port side.

3536. Q. Did you see the Storstad? — A. I saw it but not until after the jar, the
lights were passing astern then.

3537. Q. Was the jar forward of your room or aft as the point of contact? — A. It
must have been forward because the lights were passing aft at the time.

3538. Q. As soon as you felt the jar of the collision you went to the starboard

side? A. There is a passage way that leads behind a kind of funnel that comes up

from the cabins down below and this separates the two rooms, with an alleyway along-
side.

FERGUSON.

200 MARINE AND FISHERIES

5 GEORGE V., A. 1915

3530. Q. But it was only a matter of a few seconds before you got to the starboard
side after the collision? — A. Just a second of course.

3540. Q. How much of a jar was there? — A. Practically nothing:.

3541. Q. And when you got to the starboard side you then saw the Storstad going
astern? — A. Yes, that is right.

3542. Q. How far had she got on your starboard side, abreast of your room or
aft? — A. She must have been abreast because I did not look close to the window. I
just saw her as she came by the window.

3543. Q. Did you see the lights of her?— A. That is all I did see.

3544. Q. Did you see any coloured lights? — A. No, I did not.

3545. Q. Did you see the Storstad enough to know how she was heading at the
time she went by? — A. I never saw the way she was heading. I just saw a blaze of
lights passing the window. I saw them as I was picking up the phone.

3546. Q. When you got on deck did you see the Storstad? — A. No, I saw nothing
tut the people on the deck, except when I was in the boat of course.

3547. Q. From the time you stepped out of your bunk up to the time of the col-
lision how much time approximately elapsed ? — A. I could not tell you.

3548. Q. Was it under a minute? Was it a matter of seconds? — A. I could not
comprehend a minute at the time but it certainly was not long.

3549. Q. You just had time to slip on your gown and go to the port side? — A. I
was looking out from the port side and saw nothing. I cannot say how long I was
looking there until Mr. Bamford shouted and said 'Here she is' after she had bumped.
He must have seen her just as she was banging.

By Mr. Neiucombe:

3550. Q. There is a question framed here which I wish to ask you now. What
installations for receiving and transmitting messages by wireless telegraphy were on
the Empress of Ireland? — A. Marconi, standard, one and a half killowat installation,
with a complete emergency gear.

3551. Q. You have stated that there were two operators? — A. Yes, both with first-
class British Government certificates.

3552. Q. And they would be in attendance upon the transmitters and apparatus
continuously? — A. Yes, we keep six hours' watch, six on and six off.

3553. Q. Were these installations in good and effective working order at the time ?
— A. In perfect working order all the time.

3554. Q. Is the number of operators quite sufficient to attend to the apparatus? —
A. Yes, the same as supplied on every ship, even the largest ship.

3555. Q. None of the ships carry more than two? — A. No, none of the British
ships.

3556. Q. So that the arrangements were satisfactory for communicating messages
at any time, day or night ? — A. Oh, absolutely, yes.

Lord Mersey. — Is there any other witness you can conveniently dispose of to-night,
Mr. Aspinall?

Mr. Aspinall. — No, my Lord.

By Lord Mersey :

3557. Q. Where is that gentleman, the Marconi operator. Will you come back one
moment? Did you hear any crash or tearing as the Storstad passed you? — A. No, I
did not, my Lord.

35B8. Q. Was there a great deal of noise ? — A. No, not that I noticed, my Lord.

By Mr. Haight :
3559. Q. May I ask one or two questions of Bamford the assistant ?

FERGUSON.

EMPRESS OF IRELAND— STORSTAD COLLISION 201

SESSIONAL PAPER No. 21b

By Lord Mersey :

3560. Q. How soon after the S.O.S. signal went out did the tugs turn up? Do you
know (addressing Edward Bamford, the junior assistant who had entered the witness
box) ? How soon after the S.O.S. signal did the two tugs, the Lady Evelyn, and the
other one turn up? — A. The Eureka turned up first about twenty minutes or half an
hour after, and the other three-quarters of an hour.

3561. Q. About half an hour after you signalled S.O.S.? — A. About that as near
as I can recollect.

Edward Bamford, assistant Marconi operator, Empress of Ireland, sworn.

Examined by Mr. Haight:

3562. Q. Did you, Mr. Bamford, hear whistles blown by the Storstad before the
collision? — A. Yes, I heard one long blast.

3563. Q. You only heard it once? — A. Once only.

3564. Q. Were you looking out from your window towards the starboard side when
the Storstad came into view ? — A. Yes, starboard side.

3565. Q. What did you see when first she came out of the fog? — A. I saw the mast-
head light only.

3566. Q. And was that on your left hand or right hand? — A. It was on my right
hand, drifting past, going aft.

3567. Q. And was that before or after the contact? — A. After the contact.

3568. Q. Did you see her before the contact? — A. No.

3569. I understood Mr. Ferguson to say you called out: Here she is now? — A.
Yes, that was after she had struck.

3570. Q. The contact was forward of where you were? — A. Yes.

3571. Q. The first you saw was the light as she came by going astern, drifting aft
towards your stern? — A. Previous to that I had been out on the boat deck between
two of the boats, and had seen the Storstad with her head in our side.

3572. Q. When you went out on the boat deck and looked at her was that imme-
diately after the jar of the collision? — A. Yes.

3573. Q. It was after? — A. Immediately after. I walked straight out.

3574. Q. And how far forward from where you stood was the Storstad then? — A.
Quite a little distance, I did not measure it.

3575. Q. A hundred feet or something like that? — A. Not quite so far as that.
I thought she was in the region of the fore funnel at the time.

3576. Q. She was then at right angles to you or angling towards the bow or the
stern, or could you not tell? — A. I should say she was a point or two astern towards
our bow then, not very far.

3577. Q. That is the more acute angle was between her starboard side, and your
starboard bow from the stem down? — A. Let me see.

By Lord Mersey:

3578. Q. Do you understand that? — A. Not thoroughly, I don't.

3579. Q. Well then, don't answer it. When you do understand it then try to
answer it.

By Mr. Haight:

3580. Q. The boats were in this position. They were not at right angles quite.
Was the stern of the Storstad nearer your stern or nearer your bow? — A. Slightly
nearer the bow.

3581. Q. Did you notice any change in the position of the Storstad as she came
by you? — A. No, I immediately returned to my cabin.

BAMFORD.

202 MARIXE AXD FISHERIES

5 GEORGE V., A. 1915

3582. Q. Did you get on your clothes? — A. No, I had my clothes on.

'?•'/ Lord Mersey:

3583. Q. Did you put them oft'?— A. No, not at all.

3584. Q. That is what you should have done? — A. I never thought it was neces-
sary.

By Mr. Haight:

3585. Q. Did you see the lights of the Storstad come by you after you came back
in your room ? — A. 1 saw her masthead light go by as I looked out of my porthole and
that is when I called to Mr. Ferguson.

3586. Q. Did you see the smash? — A. No, I saw nothing but the masthead light.

3587. Q. When you did get out on deck had she gone off in the fog? — A. I never
saw her again after that till we got into the boats.

Lord Mersey. — You two young gentlemen did great credit to the service you
are in.

By Lord Mersey:

3589. Q. Will you tell me this. You saw the Storstad on the starboard side as you
were looking out? — A. Yes.

3590. Q. She was then, as I understand it, to your right hand? — A. When she had
her head in our side she was on my left hand.

3591. Q. Did you see her when she had her head in your side? — A. Yes.

3592. Q. Did you see her back out? — A. No, I went immediately back to my cabin.

3593. Q. But you afterwards saw her again? — A. I was looking through the port-
hole.

3594. Q. And you saw her passing, as I understand it, to the stern of your ship ? —
A. Yes.

3595. Q. Now I want to know about that. Could you tell me whether as she
dragged along to the stern of your ship her stem was in contact with your hull? — A.
I should not think so, I did not feel any grating or grinding at all.

3596. Q. You did not feel any grinding or grating? — A. No.

3597. Q. Was that your impression that the only grating was the grating caused
by the actual collision ? — A. So far as I know, sir.

3598. Q. What I want to get at, and what I want to know if I can is this, was the
side of your ship torn after it was breached by the collision? — A. That I cannot tell.

3599. Q. You don't know?— A. No.

3600. Q. Have you any opinion — but perhaps your opinion is not worth anything
then? — A. Possibly not.

3601. Q. I won't ask you. — A. I was not on the edge of the boat deck, I was some
little distance in.

By Mr. Haight:

3602. Q. Did you hear whistles blown by the Empress? — A. I was conscious of
hearing several whistles, but I cannot say what they were.

3603. Q. Were you conscious of feeling the reverse movement of your engines ? — A.
I noticed the vibration a great deal.

3604. Q. Was she vibrating a great deal when you felt the jar of the collision?— A.
No, she had ceased.

3605. Q. How long before? — A. A very short period before.

3606. Q. A few seconds?— A. I should think so.

BAMFORD.

EMPRESS OF IRELAND— STORSTAD COLLISION 203

SESSIONAL PAPER Mo. 21b

By Mr. Aspinall:
We have one more witness of the ship, my Lord. He is the doctor. I should prefer
it if you would assent to my calling him to-morrow.

By Lord Mersey :
Very well.

The Commission thereupon adjourned till 10 a.m. Friday, June 19.

FOURTH DAY.

Quebec, Friday, June 19, 1914.

The Commissioners appointed by the Honourable John Douglas Hazen, the Min-
ister of Marine and Fisheries of Canada, under Part X of the Canada Shipping Act
as amended, to inquire into a casualty to the British Steamship Empress of Ireland,
in which the said steamship belonging to the Canadian Pacific Railway Company was
sunk in collision with the Norwegian Steamship Storstad, in the River St. Lawrence
on the morning of Friday the 29th day of May, 1914, met at Quebec this morning,
the nineteenth day of June, 1914.

Lord Mersey. — Now, Mr. Newcombe, whom do you wish to call?

Mr. Newcombe. — Would it be convenient for your Lordship to take Mr. Hillhouse,
who will present plans and explain the structure of the ship ?

Lord Mersey. — Mr. Aspinall, we have had no one from the boiler room here.

Mr. Aspinall. — I was speaking with some of my colleagues about that.

Mr Haight. — Before we start the formal session, may I ask to be allowed a
moment or two on a question of personal privilege? I should like to refer to the pro-
ceedings of the Court yesterday. The case must, I think, have some explanation
other than a deliberate change of course on the part of one ship or the other when
the change of course seemed to be a mere act of madness. When, therefore, the quar-
termaster of the Empress came to me, quite unsolicited, and when he had withstood
the cross-examination of Mr. Newcombe and myself, I felt it to be my duty to my
client and to this Court to present that evidence to the Court. But during the dis-
cussion which preceded the examination, and in answer to certain definite questions
from your lordship, I made answers which I should not like to stand on the record un-
explained. If I had had an opportunity to choose my words with a little more care
I should have expressed myself quite differently. But your Lordship may remember
that the questions were perhaps somewhat leading and I answered them as asked
without an opportunity of expressing myself as I should like to have done. While I
feel that care should have been taken by the executive staff of the Canadian Pacific
Railway Co. to hold the quartermaster after he had been ordered held by Counsel,
I do not wish to be understood as suggesting for one moment that the Counsel of the
line had any part in any manoeuvre to spirit away a witness or to suppress evidence.
It would be farthest from my belief or desire to express the thought that the eminent
gentlemen sitting at the table before me are actuated by anything but the strictest
regard for the ethics of the profession which we all practise.

Lord Mersey. — Mr. Haight, your conduct in this case hitherto, in my opinion,
has been quite irreproachable. You have done your best, and in my opinion you

BAMFORD.

204 MARINE AND FISHERIES

5 GEORGE V., A. 1915

have acted in the wisest way in the conduct of the cause which lias been entrusted to
you here. It may be— let me say it — that in my conduct of the inquiry yesterday T
became a little heated because I did not like one of your witnesses, but do not attri-
bute my observation to anything you said or did for whatever you said or did was
done with proper care and in the best interests of the people you represent. I am glad
you have given me an opportunity to say that.

Mr. Aspinall .— On behalf of Mr. Beatty and Mr, Holden, I have to thank Mr.
Ilaight for what he has said.

Lord Mersey. — You must say something more, Mr. Aspinall, about the boiler
room.

Mr. Aspinall. — I was going to, My Lord. You Lordship asked me if we had
any evidence of any person who was in that space at the time that the blow was
struck. I have asked Mr. Holden, who was closely associated with the witnesses in
getting the case up, if he could find any of the witnesses who could deal with that
matter

Mr. Holden. — We have, my Lord, the three junior engineers on duty, here — Mr.
O'Donovan, Mr. McKeown and Mr. White, two of whom were in the boiler room.
We have cabled for three greasers who went on the steamship Corsican by oversight
and who are not back yet. The other trimmers and firemen went by the Corsican
immediately after the casualty and are not here.

Lord Mersey. — If I understand, the question that calls for an answer is this:
What was the real cause of the very quick foundering of this vessel? We have un-
derstood that she was constructed so as to float with any two of her watertight com-
partments open to the sea. We have not yet had any satisfactory evidence to show
that more than two were open to the sea and that is one of the matters to which I
want to direct your attention.

Mr. Aspinall. — In regard to the latter matter, the importance of which I fully
appreciate, I am afraid there would be no evidence forthcoming to enable your Lord-
ship to say with certainty that more than two of these compartments were open to the
sea.

Lord Mersey. — You know that the day before yesterday, I think, I expressed an
opinion — perhaps it was a hasty opinion — that the explanation of the rapid foundering
of the vessel was apparent. What I had in my mind then was this: There was evid-
ence that the Storstad had struck the Empress upon one of the bulkheads — No. 6, the
result of which was the filling of the two compartments. Then I thought there was
evidence, though I am not sure of it, that the stem of the Storstad had then been torn
along towards the stern on the starboard side of the Empress and had probably opened
other compartments besides those which were opened to the sea at the moment of
contact and I thought that was sufficient explanation of the very rapid foundering of
the ship. I have asked several witnesses we have had whether they could tell me if that
damage had actually taken place but I have not had any answers which would
satisfy me.

Mr. Aspinall. — From the first I have very closely considered whether there wa"
any evidence which would enable the Court to come to the certain conclusion that more:
than two compartments were open to the sea, but I regret to say that in so far as I
can see there is no testimony available to give your Lordship that information.

Lord Mersey. — Now we must have the plans which, I understood from Mr. New-
combe, he was preparing this morning, and our naval architects who sit with us will
have them before them and they must advise us as to whether the plans are such that
the steamer would remain afloat if only two and not more than two compartments
were open to the sea.

EMPRESS OE IRELAND— STORSTAD COLLISION 205

SESSIONAL PAPER No. 21b

Chief Justice McLeod. — Has there been any attempt to find the present condition
of the ship ?

Mr. Beatty. — Yes, my Lord ; divers are now over the vessel, not divers particularly
concerned with the vessel itself, but divers who are there for another purpose and they
are to give us the result of their exploration of the water.

Lord Mersey. — Are they there in the interest of the underwriters ?

Mr. Beatty. — In the interest of the underwriters of certain cargo and the Post-
inn ster General.

Lord Mersey. — There was some bullion on board?

Mr. Beatty. — Yes.

Lord Mersey. — And they are there in the interest of the underwriters of the
bullion ?

Mr. Beatty.' — And the Postmaster General.

Lord Mersey. — The mails were on board.

Mr. Beatty. — -Yes.

Lord Mersey. — Now, Mr. Newcombe.

Mr. Newcombe. — My learned friend suggests that a convenient course might be
for Mr. Hillhouse at present to produce his plans and make any preliminary statement
which any member of the Court might desire leaving his more detailed explanations
until after the evidence of the navigation has been completed. There are a number
of the officers of the Norwegian ship to be called yet and they have their interpreter
here ready to go on.

Lord Mersey. — You take the course which you think most convenient.

Mr. Newcombe. — Your Lordship suggested yesterday that it would be well at as
early a stage as possible to put the Tribunal in possession of the technical information
in respect to the plans and structure of the ship and I wish to carry out that suggestion
to the satisfaction of the Tribunal.

Lord Mersey. — Call the witnesses in the order that you think most convenient;
you know better than we do.

Percy A. Hillhouse, naval architect, re-examined.

By Mr. Newcombe:

3607. Q;. You are connected with the Fairfield Shipbuilding and Engineering
Company, Mr. Hillhouse? — A. Yes.

3608. Q. In what capacity? — A. Naval architect.

3609. Q. Their establishment being at Glasgow ? — A. At Govan, a part of Glasgow.

3610. Q. They were the builders of the Empress of Ireland? — A. Yes.

3611. Q. Were you connected with the firm at the time of the building of the
Empress?— A. Yes.

3612. Q. Familiar with the plans, specifications and structure of the vessel? — A.
Yes.

3613. Q. Do you produce these plans and specifications, Mr. Hillhouse? — A. Yes.
Many of the plans have already been produced in Court; in fact, I may -say all of them ;
and I have the specifications here.

3614. Q. Will you produce them, please? — A.

By Lord Mersey:

3615. Q. I want those plans and specifications arranged in the order that you
think is most convenient for reference, and then let them be numbered and made

HILLHOUSE.

206 MARINE AND FISHERIES

5 GEORGE V., A. 1915

exhibits; but I shall leave you to arrange the order that you think would be best. — A.
Do I understand that you want me to submit plans different from these?

3616. Q. No, certainly not. — A. Because the plans that are there are what are
called working plans and they are hardly fit for production but these are copies of them.

3617. Q. Then let us have the copies, but arrange them in the order in which you
think they would be most easily referred to and let them be numbered as exhibits. —
A. Yes, my Lord, I will do that.

Lord Mersey. — Where is the bundle of plans?
Mr. Taschereau. — Here they are, sir.
Lord Mersey. — Are these all?
Mr. Taschereau. — Three have been filed.
The Witness. — There must be more than three.
By Lord Mersey:

3618. Q. Where are they ? — A. They have all been brought into court.

By Mr. Newcombe:

3619. Q. What plans do you produce? — A. This (referring to plan) is a large scale
profile.

3620. Q. A profile plan?— A. Yes.

Lord Mersey. — Open it out and let us see it.

Mr. Newcombe. — Is this plan marked?

Mr. Taschereau. — ' I.'

Lord Mersey. — Where is the * I ' ?

Mr. Taschereau. — In the corner.

Mr. Newcombe. — There is a ' G ' in this corner.

Mr. Taschereau. — That is not the right mark; that was put on by one of the
lawyers.

Lord Mersey. — Let me see it. (The plan having been shown to His Lordship.) Is
that marked in lead pencil ?

Mr. Taschereau. — Yes, my Lord.

Lord Mersey. — It is nearly invisible.

Mr. Taschereau. — I will get it printed.
By Lord Mersey:

3621. Q. That is a plan of the ship?— A. (The witness). Yes.

3622. Q. It shows the decks? — A. The decks, bulkheads and side lights.

3623. Q. Just hold it up. The numbers of the watertight bulkheads run from stem
to stern? — A. Yes.

3624. Q. Beginning with 1, 2, 3, and going on to 10? — A. Yes.

3625. Q. All these bulkheads go up to which deck ? — A. The upper deck.

3626. The deck which you call the upper deck is where I see the mark there
* upper ' ? — A. Yes.

3627. Q. Where is the lower deck? — A. The lower deck is the lowest deck and it
only occurs at the fore end of the ship and a little at the after end.

3628. Q. Then there are the lower deck, the main deck and the upper deck? —
A. Yes, sir.

3629. Q. And these bulkheads go up all over the ship to the upper deck ? — A. Yes.

3630. Q. I suppose that we do not see in this profile all these bulkheads with
their water-tight doors? Have they all water-tight doors? — A. Not all of them.

3631. Q. Are some made without any doors? — A. Some are made without any
doors.

HILLHOUSE.

EMPRESS OF IRELAND— STORSTAD COLLISION 207

SESSIONAL PAPER No. 21b

3632. Q. Could you indicate which of the bulkheads have no doors I — A. The deck
plan would indicate that more clearly.

3633. Q. Now, put that aside. What is the next plan? — A. The next plan is the
hold plan.

3634. Q. Let us see it. — A. This is a plan of the lower portion of the ship under-
neath all the decks.

3635. Q. This is a plan of what we might call the bottom of the ship inside? —
A.

Mr. Newcombe. — What is the number of it?

Mr. Taschereau. — * J.'

By Lord Mersey:

3636. Q. Is that plan of any importance in this inquiry? — A. (Witness) Yes,
it shows the engine and boiler space and the bulkheads dividing them at their lower
portions.

3637. Q. Will you show us the engine space? — A. This (indicating on plan) is the
aft end of the engine space and that the fore end. From here to here is the aft boiler
room and these the coal bunkers, the boiler room being in the centre and the coal
bunkers -surrounding the boilers. From this point to that point is the forward boiler
room with the coal bunkers, the boiler room being in the centre and the hunkers sur-
rounding the boilers.

3638. Q. This (indicating) on the right hand side is the stem of the ship? — A.
Yes.

3639. Q. And on the left hand side the stern? — A. Yes.

3640. Q. Just show me the engine space again.- — A. The engine space is from
this bulkhead to that bulkhead, the aft boiler room from this bulkhead to this bulkhead,
and the forward boiler room from this bulkhead to this bulkhead.

3641. Q. Point out No. 6 bulkhead. — A. Here, between the two boiler rooms.

3642. Q. Is that five or six?— A. Six.

3643. Q. That is what I wanted to know; that is where it is suggested, the
impact took place? — A. Yes, my Lord.

3644. Q. Destroying the bulkhead between these two boiler spaces? — A. Yes, my
Lord. Perhaps I was not right in saying this is six.

3645. Q. Well what is it?— A. No, it is five.

3646. Q. Why did you point out five when I wanted six? — A. By mistake, my
Lord.

3647. Very well; put your pencil across six. Now, this is the bulkhead between the
aft boiler space and the engine space? — A. Yes.

3648. Q. And this is the bulkhead which is alleged to have been destroyed? — A.
I understand this is the bulkhead which is alleged to have been destroyed between the
two boiler rooms.

3649. Q. Am I wrong in supposing that the evidence is that No. 6 was destroyed?
— A. I think so, my Lord.

3650. Q. The evidence, you think, is that No. 5 is the bulkhead that was destroyed
(to Mr. Aspinall). Is that so?

Mr. Aspinall. — Yes, my Lord.

Lord Mersey. — Very well, that is my mistake.

3651. Q. (To witness) No. 5?— A. Yes.

3652. Q. And No. 5 is the bulkhead between the two boiler spaces? — A. Yes.

3653. Q. You had the construction of this ship under your supervision, I under-
stand?—A. Yes.

HILLHOUSE.

208 MARINE AND FISHERIES

5 GEORGE V., A. 1915

3654. Q. Can you tell me whether, in your opinion, on the principles followed in
the construction of the ship, the opening of these two large spaces in the centre of the
ship to the sea would still leave the ship floating? — A. Yes.

3655. Q. And in your view the water must in some way or another have found its
way into some other space in the ship? — A. Yes.

3656. Q. Are the ten bulkheads shown on that plan (referring to Exhibit ' J ') ?
A. Yes.

3657. Q. Indicate them?— A. 1, 2, 3, 4, 5, 6, 7, 8, 9, 10.

3658. Q. There were three in the after part? — A. Yes.

3659. Q. What is the third plan? — A. The next is the lower deck plan (referring
to Exhibit ' K ') showing, at the fore end, the third class accommodation, in the mid-
ship portion the upper coal bunkers and in the after portion the cargo space.

3660. Q. Is it in these upper coal bunkers that the door is found on the upper
starboard side of the ship the bottom of the sill of which was supposed to be 14 or 15
feet above the top of the centre watertight door through which the water flowed? — A.
Yes, these two doors are shown upon this plan.

3661. Q. Where are they? — A. That point and that point (indicating on plan).

3662. Q. These are the two doors and these doors, we were told, were, in fact,
closed; they did not require to be closed because they were already closed. Is not that
so?— A.

Mr. Newtombe. — That is what I understood the witness to say.

By Lord Mersey:

3663. Q. Very well, put that plan away. What is the next plan? — A. (Witness).
The next plan is a lithograph showing all the decks above the lower deck.

Mr. Newcombe. — Has that been produced?

Mr. Tasohereau— It has not been filed.

By Sir Adolphe Routhier:

3664. Q. Do the bulkheads extend to what you call the lower deck?— A. The lower
deck passes through the bulkheads or the bulkheads extend to and below the lower
deck.

By Lord Mersey:

3665. Q. The bulkheads extend to the upper deck? — A. Yes.

3666. Q. Now, what is this ? (referring to plan produced) ? — A. This is a litho-
graph plan showing the decks above the lower deck — the main deck and the upper
deck. (Plan filed and marked Exhibit ' L.')

3667. Q. This is marked ' main deck ' ? — A. It is a repetition of the lower deck ;
it is the main deck. There you have the upper deck. - This is the saloon deck, this
the lower promenade deck, this the upper promenade deck and there is another exhibit
showing the boat deck.

By Mr. New combe:

3668. Q. Do you produce a plan of the boat deck? — A. Yes, I have a plan of the
boat deck also. Has not that been produced?

Mr. Newcombe. — No.

Lord Mersey. — What is this?

Mr. Newcombe. — The boat deck. (Plan filed and marked Exhibit 'M')-

By Lord Mersey:

3669. Q. What is this?— A. (The witness). The boat deck plan.

HILLHOUSE.

EMPRESS OF IRELAND— STORST AD COLLISION 209

SESSIONAL PAPER No. 21b

By Chief Justice McLeod:

3670. Q. That is the deck on which the boats were? — A. Yes.

By Sir Adolphe Routhier:

3671. Q. The boats and rafts?— A. There were no rafts.

Mr. Newcombe — Then there is a plan of the orlop deck; it is a little out of order.

Lord Mersey. — Well, this is out of order.

Mr. Newcombe. — It is.

Lord Mersey.— It should be put in its order. This is the orlop deck plan. It
is the lowest deck plan of all. You go to the upper deck and then the boat deck and
now you introduce the orlop deck.

By Mr. Newcombe:

3672. Where should this come in?— A. (Witness). This should follow the hold
plan. It can be marked ' J one ', ' J ' being the lower deck plan.

3673. Q. You will put it in the order on the file in which you think it should be
examined. That disposes of the deck plans ? — A. Yes.

3674. Q. What plan would you produce next?— A. The only other plan is the
midship section, of which six copies were made. I do not know whether any are in
Court or not.

By Mr. H olden :

3675. Q. Were they made lately?— A. They were made in Montreal.

By Lord Mersey:

3676. Q. Are we at the end of the plans?— A. There is still a plan of the midship
section but it does not seem to be here at present.

3677. Q. Well, there is one plan to be added to make the set complete? — A. Yes.

3678. Q. Now, I want you to tell me how the lifeboats on the boat deck are
numbered? — A. Yes.

3679. Q. How are they numbered — odd numbers on one side and even on the
other?— A. Yes.

3670. Q. Are the odd numbers on the port side? — A. The odd numbers are upon
the starboard side.

3671. Q. And the even numbers on the port side? — A. Yes.

3672. Q. Give me the numbers on the starboard side. — A. 1, 3, 5, 7, 9, 11, 13.

3673. Q. And on the port side— 2, 4, 6, 8, 10,— is that it?— A. 12 and 14. They
must be from 1 to 15 on the starboard side and 2 to 16 on the port side.

3674. Q. How many boats in all would that make? — A. 16 steel boats.

3675. Q. These are all on davits?— A. Yes.

3676. Q. Are there any boats on the boat deck except those? — A. Yes.

3677. Q. What are they? — A. Under each of these steel boats there was fitted
a collapsible boat of the Englehardt type.

3678. Q. Is there anything on the plans, or if not, can you produce a statement
showing the capacity of these boats ? — A. The plan does not show the boat capacity, but
I think I can produce a statement showing the total capacity of the boats.

3679. Q. Where is that statement? — A. I think Captain Walsh has a statement of
that kind or Captain Staunton.

3680. Q. It has been suggested to me, Mr. Hillhouse, that the information I am
asking for can be found in the emigration certificate. I suppose that would be in the
'Customs here? — A. No, in Liverpool.

3681. Q. Where is the emigration inspection certificate? — A. From Liverpool.

3682. Q. Is there a copy of it?— A.—

HILLHOUSE.
216—14

210 MARINE AND FISHERIES

5 GEORGE V., A. 1915

Mr. Newcombe. — We put in a copy on the first day's proceedings and since then
we have a certified copy from the Board of Trade.

By Lord Mersey :

3683. Q. You can look at the certificate and tell us what the boat capacity on the
boat deck was? — A. (Witness) + I see that the steel boats were 16 in number, and had
a total capacity of 7,640 cubic feet.

3684. Q. How many cubic feet do you allow for each person? — A. 10 cubic feet.

3685. Q. What does that mean? — A. That means that these 16 steel boats would
accommodate 764 persons.

3686. Q. What is the capacity of the Englehardt boats ?— A. 9,200 cubic feet.

3687. Q. And you allow 10 cubic feet for each? — A. The same.

3688. Q. There would be accommodation in the Englehardt boats for about 900
people? — A. Yes, 920 persons.

3689. Q. That made a total capacity of about 1,700 persons? — A. Yes.

3690. Q. How many people were on board the vessel? — A. In addition to these
there are four Berthon boats.

3691. Q. Wlhat are they? — A. They are collapsible boats in which the sides fold
down in this fashion (indicating).

3692. Q. What is the capacity of these boats? — A. They have a capacity of 176
persons.

3693. Q. Then these two together make a capacity of about 1,800 people ? — A. Yes,
1,860 is the exact total.

3694. Q. How many people were on board? — A.

Mr. Newcombe. — 1,477, according to my statements, approximately.

By Lord Mersey:

3695. Q. Then there was a boat capacity of 300 or 400 more than the actual
number on board? — A. 383 more.

By Chief Justice McLeod:

3696. Q. Were these boats all on the boat deck? — A. Some were upon the boat
deck and some upon the lower promenade deck at the after end of the ship.

By Lord Mersey:

3697. Q. What boats were on the promenade deck? — A. There were two steel
boats under davits, two Englehardt boats immediately below these, and four other
Englehardt boats.

3698. Q. That is six Englehardt boats and two steel boats ? — A. Yes.

3699. Q. And the others were on the boat deck? — A. Yes.

3700. Q. Have you finished with the plans? — A. This is the final plan and it is a
plan of the midship section. (Plan filed and marked Exhibit ' N.') This is a cross-
section of the ship showing the various decks and the thickness of the materials of
their structure. Half is a section of the aft boiler room.

3701. Q. It is not a straight section right through the body of the ship? — A. No.

3702. Q. It is two halves? — A. Yes. Here we have the inner bottom.

3703. Q. That is the double bottom?— A. Yes.

3704. Q. This (indicating) is the lower deck, this the main deck and this the
upper deck to which the bulkheads extend? The bulkheads go up that far? — A. Yes.
Then we have the shelter deck, or saloon deck, the lower promenade, the upper prom-
enade deck, and the boat deck.

3705. Q. Will you show us where these lifeboats were placed that were on the
boat deck? — A. They are upon this lower promenade deck.

HILLHOUSE.

EMPRESS OF IRELAND— STORSTAD COLLISION 211

SESSIONAL PAPER No. 21b
By Lord Mersey:

3706. Q. Now, you show me the coal bunkers round the boiler space which were
against the skin of the ship? — A. This is the coal bunker bulkhead; between this
bulkhead and the skin of the ship is a coal space. Then above the lower deck level coal
occupies this space (indicating on plan) partly over the boiler.

3707. Q. Where is the coal taken from for the furnaces ? — A. In the lower parts
of these bulkheads there are on each side of the ship seven coal doors, and the coal
is taken through these doors into the stokehole.

3708. Q. How does the coal drop down ? Just show me where the coal drops down
to supply these different doors? — A. This lower deck is the only obstruction in the
bulkheads between the top and the bottom; the coal naturally falls through that door
(indicating) and from this level it goes through the coal hatches, four on each side
of the ship.

3769. Q. When the ship goes to sea, are these hatches closed? — A. No, my Lord.

3710. Q. They are always open? — A. Yes.

3711. Q. Then there is nothing to prevent the whole of the coal coming down in
the course of time to the place where the men work in stoking the furnaces? — A. Ti:e
coal in the upper bunkers would only fall through the lower deck in the immediate
neighbourhood of these hatches; after that it would require to be trimmed down.

3712. Q. You send men in there to trim the coal so that it would fall down through
those hatches to the lower bunkers? — A. Yes, my Lord.

By Mr. Neivcombe:

3713. Q. These plans that you produce are known as the builders' plans of the
ship? — A. Yes.

3714. Q. Have you the specifications? — A. I have copies of the hull and mach-
inery specifications.

Lord Mersey. — I do not think, Mr. Newcombe, that we want those at present ; later
on they may become necessary.

Mr. Newcombe. — Very well, my Lord.

By Mr. Newcom.be:

3715. Q. You built the engines also of the ship? — A. Yes.

3716. Q. And the specifications of the engines are contained in these specifica-
tions?— A. Yes.

By Lord Mersey:

3717. Q. Have you got any general plan of the ship in profile? — A. I have what
is called a rigging plan of the ship.

3718. Q. What is a rigging plan ? — A. It shows an outside view of the ship, with
her masts, funnels, rigging, decks, boats and side lights, and it shows the position of
the main bulkheads and boilers.

3719. Q. Where is it? — A. I have it here. (Plan produced by witness.) It is a
working plan of the ship, and it is somewhat difficult to see. The large plan was
traced from this plan, leaving out a great many details.

3720. Q. What was the draught of this boat, fore and aft, when she left Quebec?
— A. She was drawing 26 feet _10 at the fore end and 28 feet 8 at the aft end.

3721. Q. Now, can you tell me of what type were the water-tight doors in the bulk-
heads on the lower and, main decks ? — A. The doors upon the lower and main decks
were what are known as horizontal sliding water-tight doors. The doors in the holds
were some of them vertical sliding doors and some of them horizontal sliding doors.

3722. Q. Where were these doors worked from? — A. In all cases the gear was car-
ried from the doors to the upper deck level.

HILLHOUSE.

911— 14*

212 MARINE AND FISHERIES

5 GEORGE V., A. 1915

3723 Q. And how were they worked upon the upper deck level? — A. They were
worked by handles which had to be turned around or worked forwards and backwards.

3724. Q. They were worked by hand ? — A. Yes.

3725. Q. Whether vertical or horizontal? — A. Yes.

3726. Q. None of the doors were worked from the bridge? — A. No, my Lord.

3727. Q. I am asked to ask you whether the doors were fitted with sill plates? —
A: Yes, my Lord, they were.

3728. Q. And how long did it take to close, them? — A. That I do not know.

3729. Q. Is there no means of ascertaining? — A. I understand that experiments
were made upon the Empress of Britain to see how long it took to close these doors,
but I do not know what the results were.

3730. Q. When you say ' how long', does it mean having men at all the different
closing apparatus, all working at the same time? When you make an experiment of
that kind to see what time it takes to close the water-tight doors, do you put a man
at each door? — A. Yes, my Lord.

3731. Q. And that is the way you ascertain how quickly they can be closed? —
A. Yes, the time would be taken for each door separately.

Chief Justice McLeod. — But as an ordinary proposition there is not a man at each
door to close them.

By Lord Mersey:

3732. Q. Do you know how rapidly it would be done? — A. No, my Lord I cannot
tell you.

Mr. Aspinall. — Before the adjournment last night I said that I might be calling
the doctor of our ship. I have read over his evidence and I do not think that he
would give any useful information, but, my Lord, if I might be allowed to say this:
We do wish to express our very great appreciation of the good work this gentleman
did. He did everything he could to alleviate the sufferings of these unhappy people.

Witness retired.

Hugh Geoffrey Staunton, superintendent of life-saving appliances, C.P.B,., sworn.

Examined by Mr. Aspinall:

3733. Q. Do you hold a master's certificate? — A. I do.

3734. Q. Are you in the employment of the Canadian Pacific Bailway Com-
pany?— A. I am, sir.

3735. Q. What position do you hold? — A. I am superintendent of life-saving
appliances, also marine superintendent.

3736. Q. What is your duty in regard to the life-saving appliances? — A. To
examine all the boats, test the men in rowing, examine the doors, fire hose, life-buoys,
life-belts and all life-saving appliances.

3737. Q. When did you last perform these duties?— A. On the 23rd of May, the
day after the Empress of Ireland came in.

3738. Q. She was then where? — A. She was then in Quebec.

3739. Q. And did you inspect her thoroughly? — A. I did.

3740. Q. For the purpose of seeing that all those matters were in good order and
condition? — A. I did.

3741. Q. Were they all in good order and condition? — A. Everything was in
good condition.

STAUNTON.

EMPRESS OF IRELAND— STORSTAD COLLISION 213

SESSIONAL PAPER No. 21b
By Mr. Newcombe:

3742. Q. The life-saving- appliances for passengers, that is the life-belts — where
are they kept to be accessible to the passengers? — A. Well, they are kept in racks
in the first and second class and in some cases they are on the wardrobes. In the
third-class they are kept in the racks overhead.

3743. Q. In each cabin there are sufficient for all passengers who are taken into
it? — A. Yes, there were 2,100 life-belts on the ship.

3744. Q]. Were they in the 3rd cabin? — A. In the third cabin, in the cabin,
sir.

3745. Q. In the cabin?— A. Yes.

3746. Q. Can you confirm the numbers which are stated here in the passenger
certificate issued at Liverpool? — A. Yes.

3747. Q. Life-jackets for adults; how many? — A. 2,100 life-jackets altogether;
250 for children.

3748. Q. It is stated here: life-jackets for adults, 1,950; life-jackets for children,
150 ? — A. Is that the date of leaving Liverpool on this voyage ?

3'749. Q. That was the passenger certificate. This is the emigrant survey: num-
ber of life-belts, 2,212, plus 150 for children ?— A. I have 2,100'.

3750. Q. Does that include the children? — A. That includes the children.

3751. Q. Do you know of any boat drills before the vessel left the dock? — A. I
had boat drill and had three boats in the water. I left two boats in the water; their
seamen were practising pulling while the ship was alongside at Quebec.

3752. Q. What day was that? — A. I had the boat drill on the same day, on the
23rd of May, the day after she came in. I went to Montreal that evening.

3753. Q. Have you anything to do with the bulkheads? — A. I saw all the water-
tight doors shut.

3754. Q. Was there any experiment of sounding a call unexpectedly to have these
doors closed? — A. Whether the Captain told them they were going to be closed or not,
I don't know. I came down to the ship about half past eleven.

3755. Q. What happened? — A. Swung out all the boats; lowered three in the
water. I couldn't put out any more because they were cargo lighterers and they were
coaling. After that I closed the doors; I do not think the men knew that they were
going to close them.

3756. Q. Do you know how long it took to close the doors? — A. It took about 30
seconds in the engine room and from 3^ to 4 minutes on deck.

3757. Q. Were these operations carried out simultaneously, the closing of all the
doors? — A. I went round myself.

3758. Q. Did you take the time on each door? — A. No, that was the whole lot,
when every one was closed.

3759. Q. That is, in three or four minutes they were all closed? — A. They were
all closed.

3760. Q. From the time the order was first given A. To close the watertight

doors, 3 J to 4 minutes.

3761'. Q. Everything was closed? — A. Yes.

By Lord Mersey:

3762. Q. Can you tell me where were the life-belts for the crew and Captain?—
A. In their own quarters.

3763. Q. Where their bunks were?— A. Yes, sir.

3764. Q. I am asked to ask you this: Was a test of life-buoys and jackets made? —
A. I went into all the cabins, took them out of their racks and tried the strings and
looked at the canvas around the cork. They were all in very good condition, a lot
of them new.

STAUNTON.

214 MARINE AND FISHERIES

5 GEORGE V., A. 1915

3765. Q. I have heard the suggestion that some of the bodies were found with
life-belts around them, but that the heads of the bodies were in the water. I should
think that these life-belts would be so constructed as to keep the head above the water?
— A. They are, my Lord, so long as they are put on anyways right at all, and it is very
hard not to put them on right.

3ft>6. Q. Did you see the life-belts? — A. Yes, my Lord.

3767. Q. Well I think if you can you might produce one of them in Court so that
my colleagues can see the belts and the position in which they are in the cabins or
bunks of the persons who may have to use them. — A. Very good, my Lord.

By Chief Justice McLeod:

3768. Q. Are any instructions given to the passengers as to how to use the life-
belts?— A. I could not say, my Lord; I don't go to sea in the ship.

3769. Q. Are the life-belts so constructed that passengers shall know how to use
them? — A. There are illustrations on the ship showing how to put them on.

By Lord Mersey:

3770. Q. Do you think that in the steerage many people read those instructions?
— A. I think in the steerage they can't help seeing them.

3771. Q. Seeing them and reading them are different things. — A. I think they
would, my Lord, out of curiosity.

3772. Q. I do not know; I don't believe they ever read those things. When were
the collapsible boats inspected ? — A. They were inspected and were rigged, two of them,
sir.

3773. Q. When?— A. On the same day, on the 23rd of May. The gear was all
inspected.

3774. Q. Then were they opened up? — A. Yes, they were opened up then.

3775. Q. Two out of how many? — A. There were twenty altogether.

Witness discharged.

George O'Donovan, engineer, Empress of Ireland, sworn.

Examined by Mr. Meredith:

3776. Q. You were one of the engineers on the Empress of Ireland, were you not ?
—A. Yes.

3777. Q. At the time of the disaster you were in the stoke? — A. Forward stoke,
sir.

3778. Q. I want to know whether you had any special charge of the steering gear?
— A. Yes, sir.

3779. Q. How long had you had that special charge? — A. About eight months.

3780. Q. During those eight months, had you any complaints about the steering
gear? — A. No, sir.

3781. Q. Anything found wrong with it? — A. Never found anything wrong with it.

3782. Q. How often did you inspect that steering gear? — A. Every day, sir.

Mr. Aspinall 1 notice this gentleman said — I did not know it before — that he

was in the forward stokehold at the time of the accident. It may be that he might
be capable of giving some information with regard to what happened there at the
time of the collision.

O'DONOVAN.

EMPRESS OF IRELAND— STORSTAD COLLISION 215

SESSIONAL PAPER No. 21b
By Mr. Meredith:

3783. Q. Can you give the Court any information which would help us in regard
to what happened in the stokehole? Your stokehole was in the boiler room, naturally?
— A. Yes, sir.

3784. Ql In front of the engine room? — A. Forward of the engine room, yes.

3785. Q. Can you tell us what happened; what was the first thing you felt? — A.
After the impact, about 20 seconds after, water rushed through the starboard No. 2
bunker into the stokehole.

Lord Mersey. — I should like a plan to be held up now which shows the position
of the doors through which this witness says the water rushed in. (Plan showed to
Court).

By Lord Mersey:

3786. Q. What do you call No. 1?

Mr. Hillhouse. — The boilers, you understand are in this part, (indicating on
plan). No. 1 is forward of the boiler and No. 2 is here. The doors of which Mr.
O'Donovan speaks are one here and one there, and the same on the other side.

By Chief Justice McLeod:

3787. Q. Mr. O'Donovan was in No. 2?
The Witness. — No. 2.

By Lord Mersey:

3788. Q. That is on the starboard side of the ship?— A. Yes, my Lord.

3789. Q. Now tell me what happened. How far below the water are these stoke-
holes?— A. The water runs above them sir.

3790. Q. How far below the water are they? — A. I would think, 15 feet.

Mr. Hillhouse. — The lower edge of the door is 22 feet 6 inches below water.

By Chief Justice McLeod:

3791. Q. You say the water rushed through which stokehole? — A. No. 2 main
bunker door.

By Lord Mersey:

3792. Q. Was it coming in in a great body? — A. Oh, a great body, yes; the full
volume of the door. ,

3793. Q. That is what I mean. It was not coming in in small quantity; it came
in as much as it could come in? — A. As much as it could come in, my Lord.

3794. Q. Now, that is what happened first? — A. Yes.

3795. Q. What happened next, after you saw this great body of water? — A. When
I saw this great volume of water in the stokehole, I ordered the firemen out of the
stokehole.

3796. Q. Otherwise they would have been drowned? — A. They would have been
if they stayed there, my Lord. I waited a few seconds longer and then went up the
forward stokehole, aft of the main. I went aft along the alleyway and I reported to
the junior second engineer that there was water coming in the forward stokehole
through No. 2 starboard main bunker. I then went back to the same stokehole and
when I got back I could see nothing, all lights were out in the stokehole. I went in
and stopped the two forward fans. I tried to get at No. 2 fans but I could not do so
with the list of the ship ; they are further aft than No. 1, so I let those two go. Whils
I was there starboard No. 2 fan was working in the water. I then came out, went
aft again and when I got aft of the engine room door the engineer was leaving the
engine room.

3797. Q. The engine room being flooded? — A. No, my Lord.

O'DONOVAN.

216 MARINE AND FISHERIES

5 GEORGE V., A. 1915

3798. Q. None of you ever saw any appreciable quantity of water in the engine
room? — A. Not that I know of, my Lord. I didn't go down to the engine room.

3799. Q. I thought you said you did. — A. The engine room door, my Lord, that is
the top of the engine room. That is where I met the junior second engineer.

3800. Q. You could see down? — A. Yes, I could see down, my Lord.

By Chief Justice McLeod:

3801. Q. You say No. 1 stokehole was also flooded? — A. That was also flooded.

By Lord Mersey:

3802. Q. I am asked to ask you whether it was possible to close the doors leading
to No. 1 stokehole, where the water was rushing in?— A. That door is closed from the
steerage dining room, No. 2 and 3 stokehole.

3803. Q. From the first class dining room ? — A. It was closed from the third class
dining room.

3804. Q. Well, was it possible to close that door? — A. Quite possible.

3805. Q. Where the water was rushing in? — A. It may be, I could not say.

3806. Q. But you do not know whether or not it was closed? — A. No, I could
not say whether it was closed.

3807. All you know is that the water was rushing through it at full capacity ? — A.
Do you mean the watertight door, my Lord, or the door of the bunker?

3808. Q. I mean the water-tight door.

By Chief Justice McLeod:

3809. Did you say the water-tight door? — A. The water-tight door between No.
2 and 3 stokeholes.

3810. Q. Was that closed or not? — A. I could not say, sir.

3811. Q. From where did the water rush into the No. 2 stokehole? — A. From the
starboard side of No. 2 main bunker; between No. 2 and 3 stokeholes on the tween
decks.

3812. Q. Did it go in through this water-tight door? — A. No, sir, through the
main bunker door.

Mr. Aspinall. — I think possibly there may be a little confusion between your
Lordships and the witness in respect of the bunker door and the water-tight door.

By Chief Justice McLeod:
* 3813. Q. It was the bunker door through which the water rushed in? — A. Yes.
By Mr. Haiglit:

3814. How long have you been in the employ of the Canadian Pacific Railway
Company ? — A. Six and a half years.

3815. Q. Always in the engine room? — A. Not always.

3816. Q. How long have you been in the engine room? — A. About four years in
the engine room and two years and a half in the stokehole — about, I am not sure of
the time.

3817. Q. How many moments, according to your calculation, elapsed after the jar
of the collision ? You went aft and then came back and found the lights and the star-
board fan running in the water? Was it a very short interval? — A. About 4 or 5
minutes, sir.

3818. Q. So that within 4 or 5 minutes after you felt the jar, the vessel was listed
over so far that you could not get at the starboard fan, which was actually running in
the water? — A. Quite so.

3819. Q. The lights were then all out ?— A. All out, sir.

3820. Q. Almost immediately after the jar of the collision, as I understand you,
water was rushing into your stokehole, to the full capacity of the door? — A. Yes, sir.

O'DONOVAN.

EMPRESS OF IRELAND— STORSTAD COLLISION 217

SESSIONAL PAPER No. 21b

3821. Q. During the eight months that you had been inspecting the steering gear,
how frequently was the inspection made ? — A. Every day, sir, at sea.

3822. Q. And what does the whole inspection consist of? — A. Have a look at the
telemeter on the bridge; the same on the steering gear aft, also have a look at the
engine and any valves that want to be tightened up I tighten them up.

3823. Q. As you look at the mechanism in the wheel house, the telemeter is right
in the wheel house with the wheel, is it not ? — A. Yes, there is also one aft in the steer-
ing house as well.

3824. Q. Are there two telemeters on the ship ? — A. Yes, there is one on the bridge
and one in the steering house, manipulating the control valve of the steam engine.

3825. Q. Do you connect one and disconnect the other, or are both of them work-
ing all the time? — A. One on the bridge and one in the steering house are always con-
nected at sea.

3826. Q. So that whichever wheel you turn, whether on the upper bridge or on
the lower bridge, it all works the same way? — A. Excuse me, you do not understand
what I mean.

3827. Q. Let us understand it a little bit more fully. I do not understand what
you call the telemeters, and how they are connected. — A. There is one on the bridge,
connected by two copper pipes to another in the steering house. The one in the steer-
ing house regulates the control of the steam steering engine.

38'29. Q. The regular telemeter system requires everything that you have got on
that ship; you have not got a double set? — A. Yes, there are two sets on the Empress of
Ireland.

3830. Q. Will you please describe, Mr. O'Donovan, just what the telemeter system
is? Make it as little technical as you can — the telemeter system. — A. I do not know
that I can describe it very clearly.

3831. Q. Well, try. — A. Well, the telemeter on the bridge consists of a cylinder
inside of which works a plunger.

Lord Mersey. — What does the word ' telemeter ' mean ?

Mr. Haight. — I am sure I do not know. Perhaps the naval architect, Mr. Hill-
house, will tell us.

Lord Mersey. — No, I want to know the meaning of the word.

Mr. Haight. — Telemotor.

Lord Mersey. — Is it telemotor?

Mr. Haight. — Yes, telemotor.

By Lord Mersey:

3832. Q. Tell us what this apparatus is. — A. Inside the cylinder works a plunger
to which is attached a rack. The man turning the wheel on the bridge forces this
plunger up and down the cylinder. Attached to this cylinder are two copper pipes
leading to another telemotor in the steering house. As the man shifts the wheel, these
pipes are filled with glycerine and water; as the man moves the wheel he forces this
plunger down or up, as the occasion may be, and he forces the water through one of
these pipes to the telemotor below ; causes a pressure and so shifts the telemotor below
fore and aft. Attached to this telemotor are levers connected with the control valve of
the steam steering engine and according as he shifts the wheel he opens the control
valve more and more and shifts the engine either way, port or starboard.

By Mr. Haight:

3833. Q. There is, then, no direct physical connection between the wheel which
the man turns and the steering gear which must be moved really to start your steam
steering engine going? — A. No.

O'DONOVAN.

218 MARINE AND. FISHERIES

5 GEORGE V., A. 1915

3834. Q. You have merely A. Just to pull the wheel over.

3835. Q. Wait a minute. You have merely a cylinder next the wheel? — A. Yes.

3836. Q. And the turning of the wheel works this valve one way or the other as
you pump the glycerine from one side to the other? — A. Yes.

3837. Q. And the glycerine, being pumped into or out of one side of the cylinder
in the house below, then works the rods connected with the steam valve ? — A. Yes.

3838. Q. If, then, there is anything wrong in the quantity of glycerine in either
telemotor, or if there is by any chance any obstruction, your steering gear is partially
or totally out of effective use? — A. Partially.

3839. Q. Well, if the glycerine should leak out from either cylinder, it would
be totally out of use ? — A. No, sir, it just depends on the quantity that leaks out.

3840. Q. If enough leaked out, you would absolutely lose control.

By Lord Mersey :

3841. Q. If it all leaked out, the telemotor would cease to work? — A. Quite, sir.

3842. Q. And the more that leaks out the nearer you get to that point? — A. Yes.

By Mr. Haight:

3843. How much glycerine have you in the upper cylinder, the one next the wheel?
— A. I do not know, sir.

3844. Q. Have you never refilled it during the eight months you inspected the
apparatus? — A. I pumped her up twice a trip. It doesn't require filling; it is full
already. There might be a slight leak one way or the other.

3845. Q. What do you mean by pumping her up? Do you mean that you inject
into one or both cylinders some additonal glycerine? — A. Yes.

3846. Q. And that is done how often? — A. Twice a trip, once in Liverpool and
once in Quebec.

3847. Could you give me an idea of the size of the cylinder next the wheel? — A.
About 4 inches, 4£ inches.

3848. Q. Four and a half inches long? — A. Diameter.

3849. Q. In diameter. And how long? — A. I could not say that.

3850. Well, give me some idea. A foot? A yard? — A. About a foot.

By Lord Mersey :

3851. Q. Who makes these instruments? — A. Brown, sir; John Brown, of Edin-
burgh.

3852. Q. Where does he carry on his business? — A. Edinburgh.

3853. Q. Are there any specifications or descriptions of the apparatus to be found
anywhere ? — A. I could not say, my Lord.

3854. Q. What ?— A. I do not know, my Lord.

3855. Q. Can anyone here tell me whether this apparatus can be bought in Quebec?
—A. No.

3856. Q. You do not think it can?— A. No.

By Mr. Haight:

3857. Q. You have a cylinder, then, about a foot long and about 4£ inches in
diameter? — A. Yes.

3858. Q. It would contain, then, less than two quarts probably of glycerine, would
it not?— A. Probably.

3859. Q. Now, is the cylinder in the lower house of the same size? — A. Yes.

3860. Q. If you should lose a quart or a quart and a pint of glycerine out of the
upper cylinder, wouldn't your entire apparatus be out of business? — A. Yes.

3861. Q. You have the pipes which connect the upper cylinder with the lower —
through what? They run through the deck straight down, do they, or do they run out
across, or how ? — A. Through the decks.

O'DONOVAN.

EMPRESS OF IRELAND— STORSTAD COLLISION 219

SESSIONAL PAPER No. 21b

3862. Q. Is the lower cylinder directly below the upper cylinder? — A. Yes.

3863. Q. So that the pipes connecting the two cylinders are vertical? — A. Yes.

3863. Q. How long are those pipes? — A. Oh, I could not say that.

3864. Q. Well, how many feet is it approximately from the upper cylinder to
the lower? — A. In height or in length?

3865,, Q. Qive me the approximate idea of the length of the pipe which con-
nects the upper cylinder with the lower ? — A. About 500 feet.

By Lord Mersey:

3866. Q. What?— A. About 500 feet, my Lord.

By Mr. HaigKt:

3867. Q. Do you mean that there is a pipe filled with glycerine which runs
practically the length of the ship? — A. Yes.

3868. Q. You have not only a cylinder next the wheel and a cylinder below, but
you have also pipes connecting the cylinder below with your steering engine aft? —
A. Yes.

By Lord Mersey:

3869. Q. Is that the usual plan? — A. The usual plan, my Lord, as far as I know.

By Mr. Haight:

3870. Q. Now, along what decks or what deck did the long pipes run from the
steering house to the steering engine at the stern? — A. I couldn't say.

3871. Q. But you have inspected those pipes; where are they? — A. I inspected
the pipes?

3872. Q. Didn't you ? — A. No. I inspected the telemotors.

3873. Q. Are not the pipes which extend this long distance from the lower
cylinder back to the engine^ part of your steering systems? — A. I do not understand
your question.

3874. Q. Do I understand that the pipes which run from the lower cylinder back
to the engine were never inspected by you during the eight months that you were
in charge of the steering gear? — A. No.

3875. Q. So far as you know no one inspected these pipes during the eight months
that the duty of inspecting the steering gear is left to you? — A. No.

Lord Mersey. — Let me ask him this question.

3876. Q. When you inspect the steering-gear do you observe to see whether it is
working properly? — A. Yes, my Lord.

3877. Q. And that I suppose is the main part of your inspection? — A. Yes, my
Lord.

3'878. Q. To see that it is working properly? — A. Yes, my Lord.
38(79. Q. When did you last inspect it before this calamity? — A. The day before
Bailing.

3880. Q. What day was that? — A. Well that was a Wednesday morning. .. .what
day did we leave?

3881. Q. Well at all events was it then working properly? — A. Yes, my Lord.
Any leak in these pipes that you mention would be shown on the bridge. There is an
indicator on the bridge, on the telemotor, which shows if there is any leak in the pipe.
If there was any leak in the pipes, it would show on the indicator.

3'88&. Q. Any leak in the pipes I suppose would cause the apparatus to work im-
properly ? To work badly ? — A. Yes, my Lord.

Mr. Haight. — Is your Lordship finished and am I now at liberty to go on?
Lord Mersey. — Yes, yes.

O'DONOVAN.

220 MARINE AND FISHERIES

5 GEORGE V., A. 1915
By Mr. Haight:

3883. Q. At what hour on the day you referred to, when the steamer sailed? —
A. The day before sailing, do you mean?

3884. Q. Well that was the day you inspected it. I understood? — A. Yes.

3885. Q. At what hour did you make the inspection? — A. At eleven o'clock in
the morning.

3886. Q. The steamer was therefore at her dock? — A. Yes.

3887. Q. So you made your inspection, not while the vessel was under way, and
when it was necessary to turn the helm, but when she was lying still at the dock?—
A. Yes, it was done alongside the wharf as it is always done, the day before sailing.

3888. Q. You did not direct your attention at all to the steering gear after you
left the dock, when she started upon this voyage which resulted in disaster? — A. No.

3889. Q. Now when you made your inspection on the day before sailing, will you
please state, as precisely as you can, exactly what you did? — A. Well I pumped the
gear up.

3890. Q. That is you injected some more glycerine? — A. Yes.

3891. Q. How much? — A. She might not take anything at all.

3892. Q. Oh, I know she might not, but I want to know what it did take? — A.
I couldn't say.

3893. Q. Did it take some? — A. It may have. I couldn't tell you whether it did
or not.

3894. Q. How did you pump it up? — A. Circulated it, got the water running
around the pipes right through the telemotor.

3895. Q. Did you have a hand-pump ?: — A. Yes.

3896. Q. And where does the hand-pump work from? — A. It works from the
steering-house.

3897. Q. And do you simply open the stop-cocks and begin to pump? — A. Yes.

3898. Q. You don't know how much is going into the pipe? — A. I couldn't tell
you.

3899. Q. And how long did you pump? — A. Usually about ten minutes.

3900. Q. And at the end of the ten minutes what indicated to you the fact that
you had jumped in enough? — A. I went up on the bridge and tried the wheel for my-
self.

3901. Q. Now had you tried the wheel for yourself before you began to pump
in \— A I did.

3902. Q. And as you tried the wheel you reached the conclusion that she needed
to be pumped up ? — A. No I did not.

3903. Q. Then why did you go and pump her up? — A. It is the usual thing to
pump her up in case of the least slackness in the wheel.

3904. Q. Now the valve you had to look at was on the deck above the pump, is that
correct? — A. No, the indicator is on the telemotor, on the bridge.

3905. Q. I understood you to say you pumped for ten minutes and went on the
deck above to try the wheel? — A. Yes.

3906. Q. Isn't the indicator where the wheel is? — A. Yes.

3907. Q. Then the indicator was not on the same deck as your pump? — A. No.

3908. Q. And after you had first tried the wheel and made up your mind at least
that you were going to pump her up, .... that is right isn't it ? — A. Yes.

3909. Q. You then went below and pumped for ten minutes before you went
back into the steering-house above to see if you had pumped her up enough? — A. Yes.

3910. Q. Now, when had you pumped her up last before this Wednesday you
speak of? — A. The day before leaving Liverpool.

3911. Q. How many days was that? — A. About fourteen days.

3912. Q. That is, it was about fourteen days before this since you had pumped
her up last? — A. Oh, no,. . . .yes, about fourteen days.

O'DONOVAN.

EMPRESS OF IRELAND— STORSTAD COLLISION 221

SESSIONAL PAPER No. -21b

3913. Q. About 14 days before this Wednesday on which you pumped for about
ten minutes, you had pumped her up in Liverpool? — A. Yes.

3914. Q. Can you give me an idea of the size of the valve on the pump which you
are working?

The Witness. — The valve on the pump?

Counsel. — Yes.

The Witness. — It might be half an inch in diameter, I don't know exactly.

Lord Mersey. — I don't much like this speculative evidence. Do you know these

things? You say, it might be half an inch, I think, I don't know now I don't

know what that means.

Witness. — I don't know the exact size, my Lord.

Lord Mersey. — Then you had better say you don't know, because you may be
misleading us altogether.

By Mr. Haight:

3915. Q. Is it fresh water or water and glycerine that you pump into the cylinder?
— A. Water and glycerine.

3916. Q. That is you have a tank of the mixture somewhere? — A. Yes.

3917. Q. And your pump connects with that tank? — A. Yes.

3918. Q. Now, what is the size of this long 500-foot pipe which you say leads from
the wheelhouse back to the stern? What is the diameter of that pipe? — A. I don't
know; I have never measured it.

3919. Q. Have you seen that pipe? — A. I have.

3920. Q. Can you give me an idea whether it is one inch or two inches in
diameter? — A. About half an inch.

3921. Q. What is the pipe made of? — A. Copper.

3922. Q. Is it run along the deck or where? — A. I couldn't say.

3923. Q. Is it under a deck or on a deck — you don't know which? — A. Under a
deck.

3924. Q. So this pipe runs under a deck? — A. Yes.

3925. Q. But you don't know what deck it runs along? — A. No, it runs through
several decks.

3926. Q. But in any event, as I understand you, the man at the wheel who actually
obeys the orders from the bridge, not only pumps the glycerine from one side to the
other of the cylinder immediately at the wheel, but he is also forcing the glycerine
down through the pipe to the cylinder below, and moreover he is also forcing a column
of glycerine nearly 500 feet long, which leads back to the stern, to the steering engine ?
—A. Yes.

3927. Q. He must turn his wheel hard enough to move the glycerine in that entire
line of piping? — A. Yes, sir.

By Lord Mersey:

3928. Q. Is this the usual apparatus on board ocean-going steamers? — A. Yes,
my Lord.

By Mr. Haight:

3929. Q. What other boats have you been on which were equipped with the
tele-motor system?— ^A. This is the first ship I have been on that had it.

3930. Q. So your experience is limited to this particular ship so far as the tele-
motor goes? — A. Yes, sir.

3931. Q. What was the difference you noticed, Mr. O'Donovan, between the first
time you tried your wheel on this Wednesday before the accident, before you pumped

O'DONOVAN.

222 MARINE AND FISHERIES

5 GEORGE V., A. 1915

for the ten minutes that you told us about, and the feeling of the wheel after you had
pumped for ten minutes? — A. There was none.

3932. Q. No difierence at all?— A. None.
Mr. Haight. — That is all, my Lord.

Lord Mersey. — Now, Mr. Aspinall, have you any questions?
Mr. Aspinall. — No questions, my Lord.

Lord Mersey. — Mr. Newcombe, do you desire to cross-examine this witness?
Mr. Newcombe. — No, my Lord.
By Lord Mersey:

3933. Q. Can you tell us where in your opinion this ship was struck? — A. Some-
where between No. 2 and No. 3 stokeholds, my Lord, I don't know where, that is I
couldn't say about the exact position.

3934. Q. You couldn't do that?— A. No, my Lord.

Mr. Haight. — My Lord, may I say here that I am told now that we may be able
to-morrow to give the court some pretty definite testimony on that point from our ship.
1 find that one of our deckhands, or the look-out, or one of the seamen, picked up from
our deck, or somewhere on our bow, after the collision, a number-plate from one of the
staterooms of the Empress. I don't know whether he found it on the starboard side,
or the port, or where.

Lord Mersey. — That may throw some light upon it.

Mr. Haight. — It may come pretty close to localizing the position, and I under-
stand we will have it here to-morrow.

By Lord Mersey:

3935. .Q. Now, then, can you tell me this can you tell me whether water was

entering through the side of the bunkers aft? — A. There is an engineer here at pre-
sent can tell you all about that.

3936. Q. Can you answer that? — A. No, my Lord, I cannot answer.

By Mr. Aspinall:

3937. Q. And who is that engineer that you say can tell us about that? — A. Mr.
McEwen.

Lord Mersey. — Mr. McEwen has been in the box already.

Mr. Newcombe. — That is another man, my Lord, a sailor. The one referred to
now is a junior fourth engineer.

Lord Mersey. — Then let him be called.

James McEwen, engineer, Empress of Ireland, Sworn.

By Mr. Aspinall:

3938. Q. Were you an engineer on the Empress of Ireland at the time of this
disaster? — A. I was.

3939. Q. What position did you hold? — A. Junior fourth engineer.

3940. Q. 1 am afraid you have just come out of the hospital haven't you, Mr.
McEwen? — A. 1 have.

3941. Q. Well just do your best, will you — do you hold a first-class certificate? — A.
I do.

3942. Q. Were you on duty at the time of the accident? — A. I was.

3943. Q. Where were you on duty? — A. In the aft section of the boilers.

McEWEN.

EMPRESS OF IRELAND— STORSTAD COLLISION 223

SESSIONAL PAPER No. 21b
By Lord Mersey :

3944. Q. That means the aft boiler space, I suppose? — A. Yes, my Lord.

3945. Q. Would you like to sit down? — A. No, my Lord.

By Mr. Aspinall:

3946. Q. What called your attention to the fact that there was a collision? — A.
The crash.

3947. Q. There was a crash?— A. Yes.

3948. Q. Did you see anything after the crash? — A. When I walked through into
No. 3 stokehold, I could see nothing for coal dust.

3949. Q. I understand that you did walk through into No. 3 stokehold ? — A. Yes.

3950. Q. Was that forward of where you were standing or aft? — A. Forward.

3951. Q. You walked forward?— A. Yes.

3952. Q. And you saw nothing? — A. I could see nothing for coal dust.

3953. Q. Did you later on see something? — A. I walked over to the starboard side.

3954. Q. Yes? — A. There was something blowing pretty bad there.

3955. Q. Something blowing you say? — A. Yes, sir.

3956. Q. What do you suggest was blowing, or did you find out? — A. Yes, there
was steam or feed-water.

3957. Q. In this space?— A. Yes.

3958. Q. Did you see anything more? — A. I walked over to see if I could see
what it was.

3959. Q. Yes ? — A. And the water poured down out of the bunker.

3960. Q. You saw water pouring down out of the bunker? — A. Yes.

3961. Q. Well, what was it coming through, the side of the bunker or through the
door in the bunker? — A. Through the bunker door.

3962. Q. And was it coming in a large volume through this bunker door? — A.
It was coming down like a wall of water.

3963. Q, And did you see anything more? — A. I didn't wait to see. I ran for my
life, that's what I did.

3964. Q. Where did you run to? — A. I ran to the engine room.

3965. Aft?— A. Yes.

3966. Q. And where did you get to ? — A. Under the engine room platform.

3967. Q. Did you get into the engine-room? — A. Yes.

3968. Q. And how did you get into the engine room? — A. Through the path
between the engine room and

3969. Q. Is there a sort of covered passage there? — A. Yes.

3970. Q. And having got into the engine room you found yourself where? — A.
On the starting platform.

3971. Q. And what did you do then? — A. I informed the senior engineer that
the stokeholds were flooded.

3972. Q. And having informed him of that what did you next do? — A. By this
time the water was pouring in it was coming into the engine room.

3973. Q. Well now I want you tell me where it was coming into the engine room
from? — A. It was coming from the stokehold.

3974. Q. And through what was it coming into the engine room? — A. Through
the door.

3975. Q. Where is the door you speak of? — A. At the end of the passage leading
into the stokehold.

3976. Q. At the end of the passage there is a door between the engine-room space
and the boiler-room space? — A. Yes.

3977. Q. Is that one of the water-tight doors? — A. It is.

3978. Q. .Where is that door operated from? — A. From the top of the platform in
the engine-room.

McEWEN.

224 MARINE AND FISHERIES

5 GEORGE V., A. 1915

3979. Q. Well now, when you saw this inrush of water, was there any attempt
made, so far as you know, to shut that door? — A. Yes.

3980. Q. Now will you tell me what was done with regard to shutting that door?
— A. As soon as I spoke about the stokehold being flooded the order was given to
shut the door.

3981. Q. By whom was that order given? — A. By Mr. Brennan or Mr. Liddell,
or some engineer on the platform.

3982. Q. And to whom was the order given? — A. To the greasers.

3983. Q. What was done after that order had been given and received? — A. The
door started to come down right away.

3984. Q. Were there two men there, two greasers? — A. Two greasers.

3985. Q. Did they obey the order?— A. Yes.

3986. Q. And you saw the door coming down? — A. I did.

3987. Q. And was it closed? — A. It was closed.

3988. Q. And did that prevent the rush of the water into the engine room space?
— A. It stopped it altogether.

3999. Q. What did you do next or see? — A. I went up the engine room ladder.

4000. Up to where? — A. I went up the engine-room ladder with the intention
of going around forward to see how the forward section of the boilers — to see how the
engineer of the forward section of the boilers was getting along.

4001. Q. Did you get into the forward section? — A. No, I met him coming along
the alley-way.

4002. Q. You met whom?— A. Mr. O'Donovan.

4003. Q. And what did you do after meeting him? — A. He told me he was flooded
out.

4004. Q. When he told you that, what information did it convey to you — that the
forward space was flooded out? — A. Yes.

4005. Q. Which part did you think he referred to? — A. The two stokeholds for-
ward.

4006. Q. After he gave you that information what did you do then ? — A. We went
down — somebody sang out to shut the water-tight door.

4007. Q. Do you know who that was ? — A. No.

4008. Q. It was a voice, which you could not identify? — A. Yes.

4009. Q. And what did you do after you heard that? — A. I went down in the
steerage with the intention of shutting

4010. Q. First of all, in what part of the steerage did you go? — A. I went into
the steerage dining-room.

4011. Q. Yes, we have heard of that, the third-class or steerage dining-room? —
A. Yes.

4012. Q. What is there in that steerage dining-room which will enable you to shut
water-tight doors? — A. The gearing for shutting the door.

4013. Q. The gearing that operates a water-tight door? — A. Yes.

4014. Q. And where is the water-tight door which that gearing operates? — A.
Between the two boiler-rooms.

4015. Q. Did you operate that gear? — A. No.

4016. Q. Why was that?— A. I couldn't get down to it.

4017. Q. Why' couldn't you get down? — A. The water.

4018. Q. Where was this water you speak of which prevented you getting into the
third class dining-room? — A. In the passage.

4019. Q. Which passage? — A. In the deck below.

4020. Q. In the deck below the floor of the third-class dining-room? — A. The
same deck, but the doors were below where the working alleyway is.

4021. Q. The same deck as the third-class dining-room? — A. Yes.

McEWEN.

EMPRESS OF IRELAND— STORSTAD COLLISION 225

SESSIONAL PAPER No. 21b

4022. Q. Was this water forward of this third-class or steerage saloon, or aft of
it — this dining-room ? — A. It was in the alleyway aft of the dining room.

4023. Q. This alley-way is aft?— A. Yes.

4024. Q. And that prevented you getting into this third-class saloon ? — A. Yes.

4025. Q. As far as you know did anybody ever succeed in getting into the third-
class saloon to operate this machinery for shutting the doors ? — A. No.

4026. Q. You think not?— A. No.

4027. Q. What did you do after you found you couldn't get into the third-class
dining-room ? — A. I went down to the engine-room again.

4028. Q. You returned to the engine-room? — A. Yes.

4029. Q. What did you find when you got back there ? — A. I found all the engineers
on the platform.

4030. Q. The men were still at their positions ? — A. Yes.

4031. Q. Were the lights on then or were they out? — A. Burning very low.

4032. Q. Did you do anything after you got back to the engine-room? — A. No.

4033. Q. Did you remain there? — A. Yes.

4034. Q. For how long — it was a matter of a few moments, I suppose? — A. Yes.

4035. Q. And then what next happened? — A. We were ordered up.

4036. Q. Somebody gave an order to clear out ? — A. Yes.

4037. Q. Had the ship listed a good deal by this time ? — A. Yes, a great deal.

4038. Q. The ship had listed a great deal and you were ordered to clear out? —
A. Yes.

4039. Q. And then did you and the rest of the men leave the engine-room? —
A. We did.

4030. Q. Where did you go to ? — A. I went to my room.

4041. Q. Where is your room — A. On the top of the engine-room.

4042. Q. Did you go to get something there? — A. I put on a jacket.

4043. Q. And having got the jacket did you then go out?; — A. Yes.

4044. Q. Where did you go, to the boat deck ? — A. Along the alleyway to try and
get on deck.

4045. Q. Did you get to the deck? — A. After a great deal of trouble. The decks
by this time were nearly perpendicular.

4046. Q. And you got up eventually ? — A. Yes.

4047. Q. And eventually were saved?— A. Yes.

4048. Q. Is that all you know about it which will throw any light on the matter ? — ■
A. I believe so.

By Mr. Haight:

4049. Q. As I understand you, Mr. McEwen, the point of contact was forward
of the position where you stood at the time the jar came? — A. Yes.

4050. Q. Were you thrown off your feet or seriously thrown off your equilibrium
when the jar came? — A. I was just shaken a bit.

4051. Q. The steerage dining-room where the gear was connected with one of
those water-tight doors, was that above the normal water line of the ship, or below it?
■ — A. Above the normal water line.

4052. Q. So that by the time you got on to the level of the steerage dining-room,
the steamer had filled so rapidly that the deck of the dining-room was flooded, and there
was so much water there you couldn't get even to the gear ? — A. One side of it.

4053. Q. Well, is this gear amidships or on the side? — A. Amidships.

4054. Q. And the passage from which you would work the gear was amidships ? —
A. Yes.

4055. Q. And in that vessel there was already so much water that you couldn't
get to the gear? — A. Yes.

McEWEN.

216—15-'

226 MARINE AND FISHERIES

5 GEORGE V., A. 1915

4056. Q. How high is the gear from the floor? — A. A few feet.

4057. Q. About three feet, I suppose? — A. Yes, a nice height.

4058. Q. So there were more than three feet of water already in that passage by
the time you could get there? — A. No.

By Lord Mersey :

4059. Q. Well, what height was the water with reference to your body . . .
were you standing in water up to there (indicating) ? — A. No, the deck at this time
had a big list.

4060. Q. But this steering gear, as I understand it, was amidships? — A. Yes.

Mr. Haight. — The steerage dining-room level was under water, I understand.
Lord Mersey. — I understood you were asking him whether the water prevented
him turning this gear?

Mr. Haight. — Yes, my Lord.

Lord Mersey. — And you were asking him how high the water was?

Mr. Haight.— Yes, my Lord.

Lord Mersey. — Well, if he was up against the gear, where there were three or
four feet of water, he must have been standing in three or four feet of water.
Mr. Haight. — I supposed he was.

By Lord Mersey:

4061. Q. Were you ever standing in three or four feet of water on that ship ? — A.
I stopped before I could get to the gear.

By Mr. Haight:

4062. Q. I understood you to say that because of the water you couldn't get to the
gear. Perhaps I misunderstood you? — A. Yes, because of the water.

4063. Q. Will you please explain how it was that the water kept you from the
gear and how much water there was in the vicinity of the gear ? — A. The deck was at
a big list, and walking along a deck with a big list, and with a few inches of water
upon it, is almost impossible.

4064. Q. So that the passage where the gear was had not been flooded then? — A.
There was water in the alleyway.

By Chief Justice McLeod:

4065. Q. That is the alleyway leading to the steerage dining room? — A. Yes.

By Lord Mersey:

4066. Q. I wish we could see on a plan where this alleyway is. It is an alleyway,
as I understand, on a level with the dining room of the steerage, is that so? — Do you

follow what I mean when you walk along this alleyway, do you get on the floor

of the dining-room of the steerage? — A. Yes.

4067. Q. Now, another thing I want to know, is this alleyway and is the -dining
room called the dining room of the steerage, above the top of the water-tight com-
partments?— A. Yes.

4068. Q. Are they above the water-tight compartment bulkheads?
Mr. Aspinall. — Yes, my Lord, I believe so.

Lord Mersey. — Then there was water which had run over the top of the water-
tight bulkheads. And where would it flow now?

Mr. Aspinald. — My Lord, it is then absolutely at large to flow anywhere, there is
nothing to confine it.

McEWEN.

EMPRESS OF IRELAND— STORSTAD COLLISION 227

SESSIONAL PAPER No. 21b

Lord Mersey. — But what I mean is this, the moment the water gets above the
level of the bulkheads, there is nothing to prevent that ship going to the bottom?

Mr. Aspinall. — No, my Lord, the water then is free to flow wherever it may.

Lord Mersey. — And am I to understand this witness to say that he saw water
which must have been above the top of the water-tight bulkheads, and must therefore
have been flooding the whole ship?

Mr. Aspinall. — As I understand his evidence, the answer is, yes, on that eide of
the ship.

By Lord Mersey:

4069. Q. Have you been listening to what I was saying ? — A. Yes, my Lord.

4070. Q. Now, don't say so unless you are quite sure, but is what I am saying
right ? — A. I am not quite sure about the steerage dining room being above the water-
tight bulkheads.

Lord Mersey. — Well some one can tell us that.

Mt. Hillhouse. — The steerage dining room floor is not above the top of the water-
tight bulkheads my Lord.

Lord Mersey. — How far is it below?

Mr. Hillhouse. — Eight feet.

Lord Mersey. — So I am to understand that it is eight feet below the top of the
water-tight bulkheads?

Mr. Hillhouse. — Yes, my Lord.
By Lord Mersey:

4071. Q. Have you been following this, Mr. McEwen? — A. Yes, my Lord.

4072. Q. Now you say that there was water in the alley way, which I am told is
eight feet below the top of the water-tight bulkheads? — A. There was.

Lord Mersey.— Well, the alley-way is eight feet below the top of the water-tight
bulkheads, that is the floor of the alley-way, and the water was coming in there. Now
as soon as it got up eight feet higher, it would go over the top of the bulkheads.

Mr. Hillhouse. — Yes, my Lord.

Lord Mersey. — And the moment the water reached the top of the bulkheads this
ship was a lost ship?

Mr. Hillhouse. — Yes, My Lord.

Lord Mersey. — There was no hope for her at all?

Mr. Hillhouse. — No, my Lord.

Lord Mersey. — And this man has just stated that very soon after the impact he
found water in the alley-way which was only eight feet below the top of the bulkheads
— as soon as the water in the compartment rose another eight feet there was an end
of the ship.

Mr. Hillhouse. — Yes, my Lord.

Lord Mersey. — Well, Mr. Haight, have you finished with Mr. McEwen?

Mr. Haight. — I have, my Lord.

Lord Mersey. — We are now on a part of the case which I do not understand very
well, and I am relying more, or less upon you, gentlemen.

Mr. Aspinall. — I am relying on Mr. Newcombe for this part of the case. He
undertook it yesterday, if your Lordship will remember.

Lord Mersey. — Well, I have one more question to ask the witness.

4073. Q. Can you give us any idea of the list of the steamer? I don't want you
to say so unless you can remember it, but if you can remember it, I wish you would

tell us? — A. I cannot.

McEWBN.

21b— 15i

228 MARINE AND FISHERIES

5 GEORGE V., A. 1915
Captain Murray, harbour master, Quebec, sworn.

By Mr. Meredith:

4074. Q. Captain Murray, what position do you occupy in Quebec?— A. I am the
Harbour Master.

4075. Q. Have you ever been captain of the Empress of Ireland ?— A. Yes.

4076. Q. For how many voyages ? — A. I was in the ship three voyages.

4077. Q. During the time you were master of that ship, had you occasion to ascer-
tain within what time you could stop her when she was going at full speed ahead ? — A.
Yes.

4078. Q. Did you make an actual test ? — A. Yes.

4079. Q. What time did it take you to stop her? — A. About two minutes and
fifteen seconds.

4080. Q. Now would you please state to the Court about the steering qualities of
that vessel ? — A. She steers very well.

By Mr. Haight:

4081. Q. "Where was the test made, Captain Murray? — A. At Liverpool, making
:'the pilot at Liverpool.

4082. Q. When you were taking on your pilot at Liverpool? — A. Yes.

4083. Q. Where do you take the pilot on at Liverpool? I mean, just what is the
precise place where the pilot-ship is located? — A. At the bar-ship.

4084. Q. That is how far from the river? — A. About thirteen miles.

4085. Q. What is the depth of water there? — A. About ten fathoms outside the
^liar where we stopped. I say about ten fathoms but it may be eight.

4086. Q. How often have you entered the Mersey river, Captain Murray? — A.
Well I made 190 trips on the Empress of Britain.

4087. Q. Now is it usual in your navigation to run your steamer full speed, at
seventeen knots, until you get within a few lengths of the pilot-ship, and then order
four engines from full speed ahead to full speed astern? — A. No it is not usual.

4088. Q: Why was it done on this particular occasion? — A. Well I will tell you.
About two years ago I was unfortunate enough to sink a ship in the gulf of St. Law-
rence, the Helvetia.

4089. Q. You were in what ship at that time, Captain? — A. The Empress of
Britain. And at the inquiry it was stated that the ship was moving half-speed, about
14 knots, just before the collision, and the engines were going astern before the impact
about one minute and forty-five seconds. And His Lordship the Judge, Sir Samuel
Evans, asked me what speed I thought the ship was making when she struck the
Helvetia, and I said about three knots. His Lordship seemed to think that was a very
short time in which to reduce speed from 13 or 14 knots to three. Well, on this
particular voyage to Liverpool, when we made this test, there was one of the junior
counsel on board, Mr. Bowles, and I brought him on the bridge and showed him what
I could do. That is the reason the test was made. I made that test, so he could tell
Sir Samuel the way these ships work.

4090. Q. You were on that particular occasion endeavouring to see how fast it
was possible to stop your ship from full speed ahead to full speed astern? If you
threw her absolutely to full open astern from full open ahead? — A. Well that was the
test, yes, I suppose.

4091. Q. That is, you wanted to stop her as soon as you possibly could? — A. I
just rang full speed astern, and they got the order and carried it out.

4092. Q. You were endeavouring to show, by a practical demonstration, that your
•tatement to his Lordship was not an exaggeration? — A. Yes.

4093. Q. Now when in normal course there is absolutely no desire to demonstrate
what is possible, and your only object is, so far as the engineer knows, to stop his

MURRAY.

EMPRESS OF IRELAND— STORSTAD COLLISION 229

SESSIONAL PAPER No. 21b

engines and put them astern, in the ordinary course he does not, when you simply ring
the telegraph full speed astern, throw his reversing gear and give her full steam astern
in three or four seconds, does he? — A. Well I think he carries out the order given.

4094. Q. Well, Captain Murray, you have been at sea how long? — A. Thirty-five
years.

4095. Q. You know, do you not, that there is no strain so severe upon a steamer's
engines* as to put' thefm from full speed ahead to full speed astern without any
interval? — A. Quite so.

4096. Q. That is the most severe test that engines can possibly be subjected to?
—A. Yes.

4097. Q. Unless your engines are exceedingly well made it will wreck them, will
it not?— A. No.

4098. Q. What will it do ? — A. It wouldn't wreck the Empress of Britain's.
engines.

4099. Q. Well, take the ordinary vessel? — A. No, I don't think so.

4100. Q. Where does the strain show? — A. You had better ask an engineer that.

4101. Q. Don't you know? — A. It will strain the engines, but I can't tell you
where it would strain them.

By Lord Mersey:

4102. It is not a seamanlike thing to do, is it? — A. Well, it all depends on the
occasion, my Lord, it may be necessary.

4103. Q. Yes, I quite understand that, but unless there is some particular reason
for doing it, some very imperative reason for doing it, you wouldn't do it ? — A. No, sir.

By Mr. Haight:

4104. Q. Do you know by precise observation how many revolutions your engines
were making when you made this experiment? — A. About 72.

4105. Q. I asked you if you knew by precise observation .... did the engineer
or some one else note the exact revolutions and report to you? — A. No, they did not
report to me.

4106. Q. Then you only know in a general way the speed of your engines at
the time you ordered them astern? — A. Yes.

By Lord Mersey:

4107. Q. And you think it was about 72? — A. Yes, my Lord, I think so.
By Mr. Haight:

4108. Q. Do you know by observing the log or by taking observations from point
to point what speed you were making through the water? — A. We were making per-
haps about

4109. Q. I mean do you know by precise observation ? — A. Well, it was flood tide
at the time, a little flood tide.

4110. Q. But through the water? — A. She would be making about eighteen and a
half or eighteen and three-quarters knots.

4111. Q. That is over the ground? — A. Yes.

4112. Q. What was the strength of the tide? — A. Possibly a knot.

4113. Q. You think she was making about seventeen and three-quarters knots
herself? — A. Yes, herself.

4114. Q. Through the water ? — A. Yes, sir.

4115. Q. How did you get that information, Captain Murray? — A. Kunning
full speed we generally make eighteen knots at 73 revolutions. And as far as I know
she was running full speed. I didn't ask the engineer the number of revolutions he
was making.

MURRAY. •

230 MARINE AND FISHERIES

5 GEORGE V., A. 1915

4116. Q. That is without knowing your revolutions you are assuming them to be
73? And on that assumption you base your judgment of the speed? — A. And by
the distance we ran from the last point.

4117. Q. But my question was, did you make any precise observation to show
your precise speed through the water when your engines were ordered full speed
astern? — A. No more than I knew she was running full speed ahead, that is all.

4118. Q. You knew it without having demonstrated it by any precise observation
of any kind? — A. Well, from the distance we had run from the last point.

4119. Q. What was the last point? — A. Point Lyness.

4120. Q. How far away was it? — A. About 40 miles.

4121. Q. And at what hour had you left that point? — A. I couldn't tell you now.

4122. Q. How many hours had elapsed from the time you left Point Lyness until
you put your engines astern? — A. I couldn't tell you now.

4128. Q. You did not precisely figure that out? — A. No, I didn't think it
necessary.

4124. Q. Did you precise it exactly? — A. I don't know what you are trying to
;get at.

Lord Mersey. — What Mr. Haight wants is your answer to that question. You
need not mind what he is trying to get at.

A. I don't quite understand the question, my Lord.

f- ' By Mr. Haight:

4125. Q. Did you in any way make a precise calculation by actual inspection
of anything, as to what your speed was? — A. No, I did not inspect anything. 1^
didn't ask any questions. I knew by the telegraph she was running full speed and
that was quite sufficient.

4126. Q. And the mere fact that the telegraph stood at full speed was the basis
of your judgment that she was making eighteen and three-quarters knots? — A. Yes.

4127. Q. Do you know what the draft of your steamer was at the time? — A.
Well, probably about

4128. Q. Do you know what it was? — A. No, not at the present moment.

By Lord Mersey:

4129. Q. Did you know then?— A. Well, we generally have the same draught
from Quebec to Liverpool. She was drawing about 26 feet 6 inches aft.

By Mr. Haight:

4130. Q. Twenty-six feet six inches aft?— A. Yes.

4131. Q. And forward?— A. About twenty-four feet forward.

4132. Q. Now, what method did you adopt to show how many lengths the vessel
would run, or did you try to show that? — A. We threw a box over the side and just

watched the box.

4133. Q. You threw the box over the side when you first ordered the engines

astern?— -A. Yes.

4134. Q. And from what point was the box thrown over?— A. On the port side ot

the bridge.

4135. Q. At the level of the bridge?— A. Yes.

4136. Q. And then you allowed the box to drift astern? — A. Yes.

4137. Q. And you guessed at the distance?— A. Yes.

4138. Q. Now, is it not usual when you are making a test of that nature to have a
man at the extreme bow ready to drop a buoy overboard, and have buoy after buoy
dropped as each buoy in turn reaches the stern of the ship?— A. Well, I was not making
a test of the distance in which she would stop but just a test of how long she took to

8 °P* MURRAY.

EMPRESS OF IRELAND— STORSTAD COLLISION 231

SESSIONAL PAPER No. 21b

4139. Q. Then why did you need the box at all? — A. I threw the box overboard
just for my own information to see how far I thought she would stop in.

4140. Q. Then the distance the ship would run was no part of your experiment? —
A. No.

4141. Q. Will you now tell me precisely how you formed a judgment of the fact
that your vessel was absolutely dead stopped ? — A. I looked over the side.

4142. Q. And you looked at the water? — A. Yes.

4143. Q. And your bridge is how many feet above the water? — A. The deck was
fifty feet at that time.

4144. Q. And you didn't see the water rippling at your side? — A. No, she was
stopped.

By Mr. Newcombe :

4145. Q. Captain Murray, I don't know very much about working engines. . .
Lord Mersey. — If you carry on a conversation with the witness in this tone, Mr.

Newcombe, we do not derive any benefit from your observations.
Mr. Newcombe. — I am sorry, my Lord.

4146. Q. Have you any signal down from the bridge to the engine-room to indicate
that you wish the engineer upon receiving an order to reverse full speed astern to do
it in any particular way ? — A. Yes.

4147. Q. That is, if as my learned friend suggests it might be done, by turning the
lever all the way around at once, and absolutely in one operation putting the engines
from full speed ahead to full speed astern, you could indicate that you want it done
that way by a signal from the bridge to the engine-room, can you ? — A. Yes.

4148. Q. Now, Captain Murray, did you see the Empress of Ireland when she left
Quebec on her last voyage — A. Yes.

4149. Q. Can you tell me exactly her draught? — A. I couldn't tell you. I have it
in my books in the office, but I couldn't tell you at the moment.

By Lord Mersey:

4150. Q. Can you tell me this, Captain Murray, how long would it take to get
up your full speed of 17 knots, the vessel beginning from practically a standstill? —
A. About half an hour7 my Lord.

Lord Mersey. — Do you want to ask any questions, Mr. Aspinall?

Mr. Aspinall. — No, thank you. Now, my Lord, that is all the evidence I propose
to call.

Mr. Haight. — Might I put another question to Captain Murray?

4151. Q. Would you please tell me what this special signal to the engine-room
is about which you were asked a moment ago? — A. We give a double ring if we wish

them to go full speed astern as quickly and as much as they can we give two

rings.

4152. Q. When you are doing anything extraordinary in that way, you give the
two rings? — A. Yes.

4153. Q. When you were making your experiment, you gave the two rings? — A.
No, I did not then. If we wished them to go astern quickly and give all the power
they have we ring twice.

Lord Mersey. — Is that all the evidence you propose at present to call on behalf
of the Empress of I r eland f

Mr. Aspinall. — It is.

Mr. Newcombe. — Now, my Lord, there are a number of men of the middle watch

of the Empress, who have not been called. I have their names here. I am not

instructed that they can give any information of value, but they are here, with one

exception, I understand, and if your Lordship would like to hear the statements of

these witnesses I will call them.

MURRAY.

232 MARINE AND FISHERIES

5 GEORGE V., A. 1915

Lord Mersey. — I cannot tell whether I should like to hear them or not. I have
not the least idea what it is.

Mr. Newcombe. — There are eleven I think in all, able seamen, ordinary seamen,
and three assistant stewards.

Lord Mersey. — I thought you said there was one?

Mr. Newcombe. — No, My Lord, I said there were a number. I said there was
one of that watch who is not available. He got away.

Lord Mersey. — Then he is out of it?

Mr. Newcombe. — Yes, my Lord, he is not available.

Lord Mersey. — For that we may be thankful. Can these men give us any in-
formation which we have not had already?

Mr. Newcombe. — I do not know, my Lord, but I am inclined to think they cannot.

Lord Mersey. — There are a great many people in Quebec at this time who are
in the same position, namely that they cannot give us any information about this
matter, and we do not propose to call them. Why do you tell us that you have a
number of witnesses here who can tell us nothing about it?

Mr. Newcombe. — Because, my Lord, they constituted the middle watch of the
ship.

Lord Mersey. — What has the middle watch got to do with it?

Mr. Newcombe. — If your Lordship thinks they have nothing to do with it, why I
do not wish to call them. ,

Lord Mersey. — Have you any statements that they have made?

Mr. Newcombe. — I have not, but I am told that they can add nothing to what
has been said.

Lord Mersey. — Do you think that you want them, Mr. Haight?

Mr. Haight. — My Lord, I haven't the slightest idea. If my learned friends would
allow us to see the men and put a few questions to them.

Lord Mersey. — Do you want them to file in front of you so that you can have a
look at them?

Mr. Haight. — No, my Lord, I certainly do not care about having a look at them,
but if we coiuld $ee their statements it would help us to decide whether we wished to
examine them or not.

Lord Mersey. — But I understand they have made no statements.

Mr. Haight. — Not to Mr. Newcombe, but to the attorneys for the Canadian Pacific
Kailway, I am sure they have.

Lord Mersey. — Have they to you, Mr. Aspinall?

Mr. Aspinall. — Yes, my Lord, some of them have made statements to Mr. Holden,
and we will certainly let Mr. Haight have a copy of the statements that they have made
to Mr. Holden.

Lord Mersey. — Very well. Will that do for you, Mr. Haight?

Mr. Haight. — Absolutely. I will just glance over the statements.

Mr. Aspinall. — We will show Mr. Haight the statements that these witnesses
have made, and if he desires to have any called, I dare say he will let me know after
lunch which he desires.

Mr. Haight. — If Mr. Holden will just indicate who the men are that he has here,
I will just glance through the statement?

MURRAY.

EMPRESS OF IRELAND— STORSTAD COLLISION 233

SESSIONAL PAPER No. 21b

Mr. Aspinall. — Mr. Holden is fully possessed of the information and I am sure
he will give it.

Mr. Newcombe. — Two are night watchmen and assistant stewards, and without
knowing what they have stated I think it will be interesting to have tnem called. They
are the only two surviving night watchmen who were on the deck.

Lord Mersey. — Have you taken any statements from these two men, Mr. Holden?

Mr. Holden. — Yes, my Lord.

Lord Mersey. — You will give these statements to Mr. Haight and let him exercise
his judgment as to whether it is worth while to call them, because I do not want to
take up time with a number of useless things. Now, what is the next thing to be done ?

Mr. Newcombe. — I understand that my learned friend, Mr. Haight, will call the
balance of the watch from his -ship.

Mr. Haight. — I have two witnesses from the Alden, your Lordship, the witnesses
of whom I spoke yesterday, and if your Lordship will permit I would like to examine
them first so that they may return to their steamer.

Lord Mersey. — Very well.

Mr. Haight. — My associate, Mr. Griffin, will examine them.

Odin Sabje, 2nd mate, s.s. Alden.

By Mr. Griffin :

4154. Q. Are you the second mate of the steamship Alden? — A. Yes.

Mr. Griffin. — My Lord, this witness speaks English to some extent, and I would
suggest that we have an interpreter sworn -so that we may be able to use him if it
becomes necessary.

Lord Mersey. — Very well.

Peter Andrew Jensen, sworn as interpreter.

4155. Q. You say you are the second mate of the steamship Alden? — A. Yes.

4156. Q. And you have been at sea I understand, about 14 years? — A. Yes.

4157. Q. And you have been second mate of the Alden about four years? — A.
Yes.

4158. Q. During that period how many trips have you made up the St. Lawrence
river? — A. I couldn't tell you.

4159. Q. Well have you been up the St. Lawrence more than once? — A. I have
been four times up.

4160. Q. You have held a chief officer's certificate since 1906, is that right? — A.
Since 1906.

4161. Q. On the 28th of May last where was your vessel bound? — A. To Montreal.

4162. Q. On the evening of that day, during what hours did you stand watch? —
A. From ten minutes past seven to twelve midnight.

4163. Q. During that time were you on the bridge of your vessel? — A. Yes.

4164. Q. Was there also a pilot in charge of the vessel? — A. Yes.

4165. Q. And you had a look-out and a man at the wheel? — A. Yes.

4166. Q. Did you pass the steamship Empress of Ireland that night? — A. Well,
we passed a steamer and the pilot told me it was the Empress of Ireland.

4167. Q. Describe the appearance of the steamer that you refer to? — A. Two
funnels and a black top.

SABJE.

234 MARINE AND FISHERIES

5 GEORGE V., A. 1915

4168. Q. Could you tell whether it was a passenger steamer or not? — A. Yes, I
could see that it was a passenger steamer.

4169. Q. At what point in the river did you pass her? — A. About six points off
Cape Dogs.

4170. Q. You were bound up and she was bound down? — A. Yes.

4171. Q. Had you reached Cape Dogs when you passed her? — A. No.

4172. Q. You say that she was about six points off Cape Dogs . . . where
with reference to Cape Dogs did you pass the steamship? — A. We kept Cape Dogs
six points on the starboard bow.

4173. Q. At the time you passed her? — A. Yes.

4174. Q. At what hour did you pass the Empress of Ireland*. — A. About twenty
minutes after ten o'clock, Sydney time.

4175. Q. Your ship was carrying Sydney time? — A. Yes.

4176. Q. And about how far away did you see the Empress? — A. Eight or ten
miles off.

4177. Q. Was the night clear?— A. Clear.

4178. Q. What was the first coloured light that you saw on board the Empress?

Lord Mersey. — 'Can't we get to the point.

Mr. Griffin. — I am just coming to it, my Lord.

Lord Mersey. — I think you are a long time.

By Mr. Griffin:

4179. Q. What was the first coloured light you saw on board the Empress? — A.
The two masthead lights.

4180. Q. But what was the first coloured light that you saw ? — A. Red.

4181. Q. From that time on did you notice anything with reference to the
navigation and steering of the Empress as the vessels approached ? — A. She was swing-
ing, steering badly down the river.

4182. Q. You say you saw her red side-light, and will you please describe what
changes if any you noticed in her lights as she approached you ? — A. First I saw the red,
and then I saw both lights, and then I saw only the green one.

4183. Q. And then?— A. Both.

4184. Q. And after that?— A. Red.

4185. Q. How many times did she change from red to green in that manner? — A.
Between five and seven times.

4186. Q. Did you make any change in your helm ? — A. I gave a port helm.

4187. Q. About how much? — A. Between one and a half and two points.

4188. Q. State whether the steering of the Empress as she approached you caused
you to fear a collision? — A. Yes, I was afraid. I was just going down to call the
Captain.

4189. Q. On which bow of your vessel was the Empress as she approached you?
■ — A. On the port side.

4190. Q. Was she always on your port side? — A. Yes, sir.

4191. Q. And did you pass her red to red? — A. Yes, sir.

4192. Q. About how far off ?— A. About half a mile.

By Mr. Aspinall:

4193. Q. When were you first asked about this matter? — A. I was up in Montreal
and that gentleman that just spoke to me now came on board the Alden and asked me
if I had seen the Empress of Ireland.

4194. Q. When did this happen? — A. I can't exactly remember the date, but we
have made a trip to Sydney and back again since then.

SABJE.

EMPRESS OF IRELAND— STORSTAD COLLISION 235

SESSIONAL PAPER No. 21b

By Lord Mersey :

4195. Q. The question that was put to you was this, when did the gentleman come
to see you first about this matter ? — A. It was after we

4196. Q. Never mind whether it was after something else or not? Give us

the date. — A. I don't know the date.

4197. Q. Well is it a month ago or two weeks ago or when was it? — A. It was
the first trip after the Storstad had arrived.

4198'. Q. I know nothing about when the Storstad arrived, I want to know when
it was that the gentleman first came to see you about this? — A. I can't remember the
exact date.

4199. Q. Never mind the exact date, give us the closest you can? — A. We went
from Montreal to Sydney and back to Montreal again about eight days.

4200. Q. I dare say you did go to Sydney and back to Montreal again, but how
many days is it since the gentleman first spoke to you? — A. About eight or nine days.

By Mr. Aspinall:

4201. Q. Do you know the reason that that gentleman came to see you? — A. The
reason was the collision between the Empress of Ireland and the Storstad.

4202. Q. And why should that bring this gentleman on board your ship? — A. I
don't know.

4203. Q. Had you told anybody about passing the Empress of Ireland on this
night?— A. No.

4204. Q. Well what brought this gentleman on board this ship?
Lord Mersey. — Pardon me, Mr. Aspinall, but I cannot believe that.

4205. Q. Had anybody from your steamer mentioned to anybody else that the
Empress of Ireland had been steering badly on this occasion? — A. Nobody I can
think of but the Captain. If he had said anything I don't know that.

4206. Q. Is the Captain here?— A. No, sir.

4207. Q. And you don't know that the Captain ever mentioned it to anybody? —
A. No, sir.

4208. Q. Now, I want Mr. Aspinall's question answered. .. . can you tell us what
it was that induced that gentleman to pay you a visit ? — A. I heard he was a lawyer.

Mr. Aspinall:
. 4209. Q. A. liar?— A. No, a lawyer.

Lord Mersey. — I don't understand, whom did the witness say was a liar?
Mr. Aspinall. — Not a liar, my Lord, a lawyer.
Lord Mersey. — Oh, a lawyer.
Mr. Aspinall. — Yes, my Lord.

4210. Q. I suppose you pass a great many ships, don't you, going up and down?--
A. Yes.

Hans Olveren, seaman, s.s. Alden.

Mr. Griffin. — I don't know if your Lordship thinks it is material, but I should be
very glad to make a statement a" to the manner in which this information reached us,
if your Lordship will allow.

Lord Mersey. — I am afraid I cannot do that. You see if you make this statement
you do not make it on oath — not that I should attach any particular importance to the
oath — and you do not submit yourself to cross-examination. I do not see how that can
be relevant.

OL.VBRBN.

236 MARINE AND FISHERIES

5 GEORGE V., A. 1915
By Mr. Griffin:

4211. Q. Can you speak English?— A. Yes.

4212. Q. How long have you been on the Alden? — A. Seven and a half months.

4213. Q. You are an able seaman? — A. No, an A.B.

4214. Q. On the evening of the 2Sth of May last what watch did you stand?— A.
I was on from half -past seven until twelve.

4215. Q. Xow, at half-past seven did you take a turn on the wheel or on the look-
out or where? — A. Xo, I went on the look-out.

4216. Q. And how long did you remain on the look-out ? — A. I was on look-out till
half-past ten.

4217. Q. And then you left the look-out?— A. Yes.

4218. Q. And then you went on the wheel? — A. Yes.

4219. Q. Before you left the look-out, do you remember passing a large passenger
steamer? — A. Yes.

4220. Q. How many funnels had she? — A. Two funnels.

4221. Q. Can you tell me how long that was before you went off the look-out? —
Ao Six or seven minutes.

4222. Q. "When you first saw this steamer what coloured light did you see? — A.
The top light.

4223. Q. But after that did you see a coloured light ? — A. I seen a red light.

4224. Q. And from that time on, tell us what changes, if any, you noticed in her
lights? — A. I seen the green.

4225. Q. You first saw the red? — A. Yes.

4226. Q. And then you saw the green? — A. Yes.

4227. Q. When you saw the green did the red light disappear? — A. Yes.
422S. Q. And then what followed? — A. I saw again the red.

4229. Q. And then? — A. Again a green and a red.

4230. Q. How many times did that happen? — A. About four or five times.

4231. Q. Which bow of your vessel was the other steamer approaching on? — A
On the port side.

4232. Q. And did you pass her on the port side? — A. Yes, red to red.

By Mr. Aspinall:

4233. Q. How long were you keeping the look-out that night ? — A. About three and
a half hours.

4234. Q. How many vessels did you pass that night during those three and a
half hours, do you think ? — do you mind answering ? — A. I can't tell you.

4235. Q. You can't tell me how many vessels?. . . . Why don't you suddenly
understand my English as you understood Mr. Griflm's English?

Lord Mersey. — Perhaps yours is a little too good.

4236. Q. Xow turn around to me — how many steamers did you pass while you
were on the watch that night? — A. Two.

4237. Q. "What sort of a steamer was the other one? — A. A cargo boat.

4238. Q. Xot quite as big as the one you were speaking about ? — A. Xo, not
nearly so big.

4239. Q. Was that other steamer coming -up or going down the river? — A. Going
down.

4240. Q. You were coming up? — A. Yes.

4241. Q. Well, now, can you tell me what lights you saw on that boat? — A. I
saw a red light.

4242. Q. What lights did you see on that other boat, the cargo boat, can you tell
me that? — A. Xo, I can't say.

OLVEREX.

EMPRESS OF IRELAXD—ST0R8TAD COLLISION 237

SESSIONAL PAPER No. 21b

4243. Q. Don't you remember anything about the lights you saw on that other
boat?— A. No.

4244. Q. Xothing at all? — A. Xo, on that ship I only saw a red light.

4245. Q. And can you remember what lights that other boat was showing from
time to time? (Xo answer.)

4246. Q. Can you remember the lights that any boat was showing on that night
except the Empress of Ireland? — A. Xo.

4247. Q. Mr. Aspinall. — When were you first asked about passing the Empress of
Ireland — do you remember? (Xo answer.)

By Lord Mersey:

4248. Q. Turn around to me, and I will ask you. . . . when was it that you were
first asked to tell what you remembered about the Empress of Ireland?

(Witness shakes his head.)

4249. Q. How many days ago is it since you were asked about it?
(Xo answer.)

4250. Q. Do you see that gentleman who is standing up in the court (Mr.
Griffin)?— A. Yes.

4251. Q. Have you seen him before? — A. Xo, I never seen him before.

Mr. Griffin. — May I ask, my Lord, that the interpreter be used with this witness.
I really don't think he understands.

Lord Mersey. — Very well, I daresay he doesn't. (At this point the Interpreter
Jensen was called in to assist in the examination of the witness.)

By Lord Mersey:

4252. Q. Did vou ever see that gentleman who is standing up in the court before?
—A. No.

4253. Q. "Who was it that first asked you to tell anything about the Empress of
Ireland? — A. Court, last night.

4254. Q. I will ask the interpreter to put the question again, by whom you were
first asked to tell about the Empress of Ireland? — A. That gentleman over there.

4255. Q. When did that gentleman first ask you? How long ago is it? . . . .
what is he saying now, Interpreter?

The Interpreter. — He doesn't understand it. He doesn't understand Xorwesrian.
He is a Eussian Finn.

Lord Mersey. — Is there anybody here who can talk Finnish? What does he talk?

The Interpreter. — He talks some Swedish.

Lord Mersey. — Do you talk Swedish?

The Interpreter. — Yes.

Lord Mersey. — Then I will administer the oath to you again to interpret from the
Swedish language into English and vice versa.

By Chief Justice McLeod:
4261. Q. Isn't the witness a Xorwegian?

The Interpreter. — Xo, he is a Russian Finn.

(At this point the oath was again administered to the interpreter as applying to
the Swedish language.)

Lord Mersey. — Xow, will you tell us when you were first asked to tell what you
knew about the steering of the Empress of Ireland? — A. The 2Sth of May.

OLTEREX.

238 MARINE AND FISHERIES

5 GEORGE V., A. 1915

Lord Mersey. — That is a very odd day. That is the day before the accident hap-
pened. That is the day before the accident happened and I suppose it is the day when
he saw the Empress of Ireland, when he passed her on the river.

4262 Q. What I want to know is when you were asked to tell what you are trying
to tell us here? — A. Two and a half weeks ago.

4263. Q. And who was it that asked you? — A. That gentleman over there. (In-
dicating Mr. Griffin.)

4264. Q. And where was he when he asked you? — A. Here in Quebec.

4265. Q. Where, in Quebec? — A. I think it was where the gentleman lives.

4266. Q. Who took you to the place where the gentleman lives? — A. The second
mate.

4267. Q. What is his name? — A. I don't know his second name, but Odin is his
first name.

4268. Q. What is his name, is he the last witness ? — A. Yes.

4269. Q. So it was the last witness that took you to this gentleman's house? —
A. Yes.

4270. Q. A little more than two weeks ago? — A. Only last night.

Mr. Griffin. — Perhaps it will help clear matters up if I explain about this. I was
on board the ship about ten days ago in Montreal, but at that time this man in the
witness box happened to be on shore and I didn't see him. But I was then told that
he knew about it.

Lord Mersey. — Who told you ?

M. Giffin„ — The second mate, the last witness, told me that this man knew about
it too, and I asked to have him brought here, and I saw this witness for the first time
late yesterday afternoon.

Lord Mersey. — But as I understand you knew of the character of the evidence
which you thought you could get from the Alden ten days ago ?

Mr. Griffin. — About ten days ago, yes, my Lord.

Lord Mersey. — Was any question put to Captain Kendall or to any one from the
Empress of Ireland with reference to the passing of this ship the Alden?

Mr. Haight. — Yes, my Lord, by me, on his original cross-examination.

Lord Mersey. — On his first cross-examination ?

Mr. Haight. — Yes, my Lord. Twice I asked him and also the pilot, yesterday.

Lord Mersey. — Oh, yes, yesterday I know, but I am talking about the first occasion
on which Captain Kendall came into the witness box.

Mr. Aspinall. — There is another question that I would like to put to the witness.
Perhaps your Lordship might put it, as he seems to understand your Lordship to some
extent.

Lord Mersey. — What is the question ?

Mr. Aspinall. — When you saw this gentleman last night, did you speak to him in
English?— A. Yes.

Lord Mersey. — I think you ought to supplement it by another question, whether
the gentleman spoke to him in English.

Mr. Aspinall. — Did the gentleman speak to you in English ? — A. Yes.

Mr. AspfNALL. — That is all, my Lord.

OLVEREN.

EMPRESS OF IRELAyD—STORSTAD COLLISION 239

SESSIONAL PAPER No. 21b

Petersen, seaman, s.s. Alden, sworn.

Lord Mersey. — Is this another witness on this point ?

Mr. Griffin. — I have only one other, my Lord, namely the pilot on the Alden.

The Commission took recess for luncheon at one o'clock and resumed at 2.30 p.m.

Petersen, seaman, s.s. Alden. Examined.

Mr. Peter Andrew Jensen, previously sworn, acted as interpreter.
Lord Mersey. — Was this ship, the Alden, carrying coal?
Mr. Griffin. — 'Yes, sir, she was bound from Sydney to Montreal with coal.
Lord Mersey. — She was performing the same voyage that the Storstad was?
Mr. Griffin. — Precisely the same, my Lord.

Lord Mersey. — Was she performing it for the same company?
Mr. Griffin. — I think she was although I am not perfectly certain of that — yes
she was, I am told. She was under charter for the same company.

Lord Mersey. — Well then, this company had the two boats under charter?
Mr. Griffin. — Under time charter to the Dominion Coal Company.
By Mr. Griffin:

4271. Q. You are a seaman on the steamship Alden? — A. (Witness). Yes, sir.

4272. Q. You have been here for seven months? — A. Seven months.

4273. Q. How long have you been taking regular turn at the wheel of that steam-
ship?— A. Five months.

4274. Q. On the evening of May 28, do you remember passing a passenger steam-
ship?— A. Passed a steamboat with two smokestacks.

4275. Q. Did you hear the name of the vessel mentioned by your pilot? — A. The
pilot said it was the Empress.

4276. Q. Were you at the wheel of your vessel at the time? — A. Yes sir.

4277. Q. Is that wheel on the bridge? — A. Yes, sir.

4278. Q. Tell us what lights you saw on the Empress as she approached you. —
A. First the two masthead lights and the port light.

4279. Q. What colour was the port light? — A. Red.
Lord Mersey. — What colour would you expect it to be?
Mr. Griffin. — I just wanted to make sure of the witness.

4280. (To witness). Q. Tell us the changes, if any, you saw in the lights of the
Empress as she approached? — A. I saw both lights.

4281. Q. And then what? — A. I saw the starboard light.

1 4282. Q. Then what; go on and give all of it to us. — A. Both lights.

4283. Q. Well go on.— A. The port light.

4284. Q. How many times did you see a change from green to red and from red
to green? — A. Three times, about.

4285. Q. Did you get any order to your wheel as you and the Empress approached
each other? — A. Port helm.

4286. Q. How much did you port your helm? — A. About 1£ points,

4287. Q. On which side did you and the Empress pass? — A. Port.

Cross-examined by Mr. Aspinall:

4288. Q. Are you a Norwegian? — A. Yes, sir.

4289. Q. Do you know any of the crew on board the Storstad?— A. I have seen
them but I do not know their names.

PETERSON.

240 MARINE AND FISHERIES

5 GEORGE V., A. 1915

4290. Q. You have been here for seven months on board this steamer plying
between Sydney and Montreal, is that right? — A. Yes, sir.

Lord Mersey.— Ask him how. long the trip from Sydney to Montreal takes.

By Mr. Aspinall:

4291. Q. How long does the trip from Sydney to Montreal take?— A. Four days.
Lord Mersey. — Ask him how many trips he has made in the seven months in

which he has been in the employ.

By Mr. Aspinall:

4292. Q. How many trips have you made in the seven months you have been on
board the Alden?—A. I cannot say.

4293. Q:. About?— A. I cannot say.

4294. Q. Does your ship, when she gets to Montreal, discharge her cargo at once
and return to Sydney? — A. Yes, if there is no boats in the way,

4295. Q. What do you mean by that? — A. At the discharging berth.

4296. Q. If she can get her discharging berth she gets rid of her coal and at once
goes back? — A. Yes.

4297. Q. Have you in the seven months made a large number of trips? — A. I do
not know.

4298. Q. Why do you not know?— A.

By Lord Mersey :

4299. Q. Has he made more than two trips in the seven months? — A. Yes.

4300. Q. Has he made a dozen trips? — A. No.

4301. Q. Has he made a half-dozen trips — 6 — ? — Does he make one trip in a
month? — A. About three.

4302. Q. Three trips a month? That would make 21 trips if he has been em-
ployed seven months.

Mr. Griffin. — If you would allow me, I think that this man's meaning is that he
has been seven months on the steamer but not seven months plying between these two
ports. Seven months ago the river was closed by ice and navigation was impossible.
That is the explanation, I think.

Lord Mersey. — It may be. I do not know when the river was open.

Mr. Griffin. — The middle of May, they tell me.

Mr. Aspinall. — Towards the end of April I am told.

Lord Mersey. — I am told it opens about the beginning of April.

Mr. Griffin. — About the 25th of April, I am told, my Lord.

By Lord Mersey:

4303. Q. Where was the boat plying during the first five or six months that you
were in the employ and what was the boat doing? — A. Between Warwick, Norway and
Emden.

4304. Q. When was her first trip from Sydney to Montreal? — A. The first of
May.

4305. Q. How many days does it take to go from Sydney to Montreal? — A.
About four.

4306. Q. Now, can he tell us how many trips he made between Sydney and
Montreal from the 1st of May until the time when he saw the Empress coming
down the river? — A. I think three.

By Mr. Aspinall:

4307. Q. Can you tell me of any other occasion that you remember seeing the
lights of a passing vessel? — A. Yes, sir, many times.

PETERSON.

EMPRESS OF IRELAXD— STORSTAD COLLISION 241

SESSIONAL PAPER No. 21b

4308. Q. Could you tell us if we were to ask you what lights they showed you? —
A. First the masthead light.

4309. Q. Now you are going to the story. Have you ever been on the Storstad
yourself? — A. Yes, sir.

4310. Q. When?— A. The last trip to Montreal.
4310(a). Q. How long ago was that? — A. I am not sure.

4311. Q. Was it since you saw the lights of the Empress of Ireland? — A. Yes,
sir.

4312. Q. Did anybody on board the Storstad talk to you about this collision ? — A.
Yes sir.

4313. Q. Why did you come to be upon the Storstad; were you asked to go? — A.
I went on board to look at the damage.

Lord Mersey. — Ask him whether the two ships, the Alden and the Storstad,
are consigned to the same office in Montreal?

Mr. Aspinall. — I am told that it is their own office at both ends, namely, the
Dominion Coal Company's office.

Lord Mersey. — I want to know if both these ships are consigned to the same
office.

Mr. Aspinall. — I am told so, and I have no doubt

Mr. Haight. — They are both on time charter to the Dominion Coal Company,
and they both discharge in Montreal at the Dominion Coal wharf.

Lord Mersey. — Are the men paid in the same office in Montreal?

Mr. Haight. — No, they belong to different owners and they are paid with money
which comes from the owners of the ships.

Lord Mersey. — But who pays them when they get to Montreal?

Mr. Haight. — The master is provided with funds by his owner abroad and he pays
his own crew.

By Lord Mersey:

4314. Q. Ask him where he gets his wages in Montreal. — A. The Captain.

4315. Q. Is the money paid to him on board ship or in an office? — A. On board
ship.

By Mr. Aspinall:

4316. Q. When you went on board the Storstad to see the damage did you have a
talk about the collision ? — A. Nothing but they said on board that the Storstad touched
the side of the Empress.

4317. Q. Are you sure that is all you were told? — A. Yes, and told something
about the Empress.

Lord Mersey. — Have you, Mr. Haight, got the time charters of the two ships ?

Mr. Haight. — We can get copies. The Dominion Coal Company certainly have
their copies.

Lord Mersey.— The Dominion Coal Company as I understand, chartered both
ships on time charter?

Mr. Haight. — Yes, my Lord.

Lord Mersey. — Did they charter them both on the same form ?

Mr. Haight. — It was the form of the brokers, I suppose. Captain Andersen, do
you know who your brokers are ?

Captain Axdersex. — Clarkson of London.

Lord Mersey. — And who are the brokers through which the Storstad was chartered?

PETERSON.

216—16

242 MARINE AND FISHERIES

5 GEORGE V., A. 1915
Mr. Haight. — That is the Storstad, sir. I asked Captain Andersen about his ship.
Lord Mersey. — I want to know who are the agents for the chartering of the Alden,
Mr. Haight.— My guess is that it is Bowering & Co. of New York. That is only

a guess but I can verify it and I will be glad to do so.

Lord Mersey. — You do not know where the charter would be.

Mr. Haight. — I do not know but the Dominion Coal Company must have its-

copies and we will take immediate steps to ascertain that.
Lord Mersey. — It is scarcely worth while.
By Mr. Aspinall:

4318. Q. When were you first asked about seeing the lights of the Empress? — A„
At the hotel here.

4319. Q. When?— A. Yesterday.
Lord Mersey. — I did not catch that.

Mr. Aspinall. — He was asked for the first time about seeing the Empress lights
yesterday in the hotel. (To witness) : How came you to be in the hotel? — A. I was
together with a lawyer.

4320. Q. Who brought you to the hotel? — A. The lawyer, another fellow, the
second mate and a sailor.

4321. Q. Where did you come from? — A. Three Rivers.

4322. Q. Where is that? — A. Between Montreal and Quebec.

4323. Q. Is your ship at Three Rivers — A. Yes, sir.
Lord Mersey. — Three Rivers is near Montreal?

Mr. Aspinall. — Half way, I am told, between Montreal and Quebec.

By Lord Mersey:

4324. Q. I want to know whether he has been in the office ever of the Dominion
Coal Co. ?— A. No sir.

By Mr. Aspinall:

4325. Q. When you saw the red light of the Empress was it on your port bow? —
A. Yes sir.

4326. Qt. Can you say whether she had to change course for any lights that were,
astern of you? — A. No, sir.

By Lord Mersey :

4327. Q. What does he mean by ' no ' ? Can he or can he not say ? — A. He cannot
say.

By Mr. Aspinall:

4328. Q. In the St. Lawrence you have very often to port and starboard for other
vessels? — A. It is a crooked river.

4329. Q. And you have to alter course a good deal, have you not? — A. Yes.

Witness retired.

Mr. Haight. — I find that the interpreter, who is engaged in the shipping business
in New York, knows about the charter of the Alden. He tells me that she was char-
tered through Mr. Hilsen and I find I have here the rough extracts from the original
charter of the Storstad and that shows that the brokers in the case of the Storstad were
Bowering & Co. of New York and Clarksons of London.

Lord Mersey. — Were the two firms engaged in making the charter?

Mr. Haight. — I assume that Bowering & Co. of New York are the correspondents

of Clarksons in London.

PETERSON.

EMPRESS OF IRELAND— STORSTAD COLLISION 243

SESSIONAL PAPER No. 21b

Lord Mersey. — That is the Storstad?

Mr. Haight. — That is the Storstad.

Lord Mersey. — What about the Alden?

Mr. Haight. — In the case of the Alden the brokers were George Hilsen, New York.

Lord Mersey. — Alone?

Mr. Haight. — He probably was working through some broker on the other side
but he is the real broker who fixed the ship with the Dominion Coal Co.

Lord Mersey. — Will you let me see the extract?

Mr. Haight. — Yes, the form is the same as that used by the Dominion Coal Co.
with a slight change in the wording.

Lord Mersey. — Have the Dominion Coal Company their own form of charter?

Mr. Haight. — You will see on it * Form G, Dominion Coal Company, Ltd.' and
then ' Time Charter/

Lord Mersey. — These two charter parties are practically the same?

•Mr. Haight. — I do not know that the Alden was chartered on that form, but I
think very likely it was.

Lord Mersey. — At all events the Dominion Coal Company, I see by this, have
their own form of charter.

Mr. Haight. — They have.

Lord Mersey. — And in print in one corner there is the name ' Bowering & Co.,
Agents -and Ship Brokers.'

Mr. Haight. — It is not unusual with brokers who do a good deal of chartering for
one concern to print a form and put the principals' names at the top. Some one in
my office obtained that form from Bowering & Co.'s office in New York.

Lord Mersey. — Your impression is that the Alden was chartered on a similar
form, but through other brokers.

Mr. Haight. — It was, I know, through other brokers and it is not unlikely that
Hilsen used a similar form. I have even known one broker to use another broker's
form, striking out the other broker's name and inserting his own.

Lord Mersey. — Just wait a moment till I look at it. (Form put in and marked
Exhibit No. 9).

L. H. Lapierre, pilot, sworn.

By Mr. Haight:

4330. Q. Mr. Lapierre, you are a regularly licensed St. Lawrence river pilot? —
A. Yes, sir.

4331. Q. Did you, on the 28th of May, pilot the steamship Alden up to Montreal?
— A. No, sir.

4332. Q. Up to Quebec? — A. Up to Quebec, yes, sir.

4333. Q. Where did you go on board her? — A. I got aboard at two o'clock in the
afternoon of the 28th.

4334. Q. Where.— A. Father Point.

4335. Q. On your voyage up the river did you pass the SS. Empress of Ireland?
A. Yes, sir.

4336. Q. While you were coming up she was coming down? — A. Yes, sir.

4337. Q. Will you please take the chart which I hand you and tell us where it was
in the river that the vessels actually passed (chart handed to witness.) If you can,

LAPIERRE.

216—16J

244 MARINE AND FISHERIES

5 GEORGE V., A. 1915

Mr. Lapierre, take a pencil and mark the side of the river and the point in the river
where your steamer was, and, as well as you can, the location of the Empress when
you were beam to beam? (Witness marked on chart) — A. I have no compass and I
may be off a quarter of a mile. I have no dividers and I am guessing the place where
it is to a mile. (Witness was supplied with dividers, and again marked on chart).

4338. Q. You have indicated, Mr. Lapierre, right opposite Cape Dogs by two
XX's the position of the two vessels ? — A. No, only mine. I put it too near once — the
first cross.

4339. Q. Shall we leave it or rub it out? — A. The cross that is farthest away from
the north shore represents the position of my vessel — of my vessel about two miles off.

4340. Q. And the Empress was then on your port side? — A. No, she was right
ahead.

4341. Q. What I wanted you to do was to indicate the point on the river at which the
vessels passed when they were beam to beam. — A. When she passed me she was where
I put the X.

4342. Q. Then it is true that the two vessels were beam to beam — broadside? —
A. Broadside where the cross is.

4343. Q. Right off Cape Dogs? — A. No, about half a mile below it; or two miles
•off or one and three-quarters. I did not measure it. I am only guessing it.

4344. Q. How far off, approximately, from you was the Empress of Ireland when
you could first make out her coloured lights? — A. I consider I saw her about three-
quarters of an hour before she passed me.

4345. Q. How far off was she? — A. About ten miles.

4346. Q. How far off was she when you could make out her coloured lights? — A.
About three-quarters of an hour before that I saw her headlights.

4347. Q. You could make out her coloured lights ? — A. Coloured lights right

away afterwards — fair, clear night.

4348. Q. When you made her out did you see her starboard or port light? — A. Not
quite exactly. I wanted to know what ship she was. I kept on my course for five
or ten minutes until I saw her red light.

4349. Then what did you do? — A. I showed her my red and I turned about one-
quarter of a point and kept my vessel in that position.

4350. Q. You were red to red? — A. Yes.

4351. Q. Were you able to go by her holding the course you had assumed when
you had ported and shown red to red or did you have again to change your wheel? —
A. If he had kept to his red light and me to my red light we would not have to change
our course.

4352. Q. Did you have to change your course ? — A. I had to alter it all the time —
port helm all the time.

4353. Q. You kept porting more? — A. Porting more; she was coming close to me
and she was not changing her course. She showed me her red a couple of times and she
showed me her green lights and I got afraid she would run into me and gave her more
port. Then, when she got within half a mile or three-quarters of a mile of me she
showed me her red light and went down all right.

4354. Q. How much clear water was there between you when you actually passed?
■ — A. She was about a cable's length from me. Of course, it was night time.

By Mr. Aspinall:

4355. Q. Do you often pilot these colliers? — A. Yes, sir, I have been on a great
many of them.

4356. Q. Do you pilot the Dominion Coal Company's colliers? — A. Yes, I have
been on them and others. I am on the tour de role.

4357. Q. I think that in England the expression is ' choice pilot ' ? — A. Yes, it is
about the same. It is what is known as the tour de role and the pilots are all employed
by the companies.

LAPIERRE.

EMPRESS OF IRELAND— STORSTAD COLLISION 245

SESSIONAL PAPER No. 21b

Lord Mersey. — The tour de role ?

Mr. Aspinall. — Each pilot takes his turn.

By Mr. Aspinall:
4358*. Q. You have piloted colliers often and the Dominion Coal Co's colliers often?
— A. Yes, all that comes up — men-of-war, and everything.

4359. Q. Do you know Bernier, the ship pilot who was on the Empress of Ireland
on this occasion? — A. Yes, sir.

4360. Q. Have you known him for some time?— A. Yes, since he was an apprentice.

4361. Q. Is he an honest, truthful man, as far as you know?— A. Yes, sir; he is a
good, able man too.

4362. Q. And an honest man and, as far as you know, a truthful man?— A. Yes,
sir.

4363. Q. On this occasion when you saw the lights of the Empress did you see the
masthead light and the two side lights all at the same time ? — A. No, sir.

4364. Q. Which did you see first ?— A. First the headlight,

4365. Q. And you saw these lights ahead ? — A. Yes.

4366. Q. You said right ahead ?— A. Eight ahead.

4367. Q. A very trifling sheer on the part of your ship or of the Empress would
show different lights, would it not, to the people on board of each vessel ? — A. Yes,
sir.

4368. Q. Do you know whether there were any vessels astern of you as you were
approaching the Empress? — A. I did not notice.

4369. Q. You would not be concerned with what was behind you, I suppose?—
A. No. Sometimes I might happen to look aft and see a light that is coming. When
we are there we are looking all around the river to see what we have to do, but when
we have passed a place it is no use to look at it ; it is past. It is ahead we are looking
mostly.

4370. Q. If the Empress should be altering for anything astern of you you would
not know? — A. No.

4371. Q. I suppose you have very often to alter course in that river? — A. Yes,
sir, very often.

4372. Q. On this occasion how far away was the Empress from you when she got
red to red with you? — A. I dare say she was about three-quarters of a mile, as far as
I can guess it.

4373. Q. On how many occasions did she twist in this odd way? — A. She twisted
all the time. All the time I saw her — three or four times she changed her light.

4374. Q. Three or four times after she gave red to red in a distance of about
three-quarters of a mile? — A. No, that is before that,

4375. Q. It was all right after you got here? — A. Three-quarters of a mile off she
showed me her red light but before that she showed red and green. She was six or
seven miles away at the time.

4376. Q. I thought you meant that, you saw her three-quarters of a mile away
and she passed you safely? — A. Yes, sir.

4377. Q. When she was passing you did she seem to be steering all right ? — A. Yes,
sir.

4378. Q. When she was doing these odd things, showing you first her green light
and then her port bow, shutting it out and opening it out again, did you keep your full
speed? — A. Yes.

4379. Q. You were frightened of her? — A. We are all frightened when you see
a ship coming before you and she is not answering your signal. There is a rule and
we have got to follow it and he did not follow it that night, and did not show me his
red light as he ought to do, and that is why I was afraid.

4380. Q. Are you annoyed with him? — A. No, sir.

LAPIERRE.

246 MARINE AND FISHERIES

5 GEORGE V., A. 1915

4381. Q. You thought — am I right in this suggestion — that he might run you
down? — A. Yes, sir.

4382. Q. That meant that you thought there was risk of a collision? — A. Yes, sir.

4383. Q. Is it not a good rule of seamanship, when you think there is risk of a
collision to take your way off, slow down and possibly stop? — A. When it is one, but
you have to wait to find out if it is one.

4384. Q. You thought there was risk of a collision? — A. Yes, I thought he would
show me his red light.

4385. Q. What speed were you travelling at? — A. These colliers are about 8£
knots. When they are full speed they are not going very fast. I do not want to stop
no speed from them to clear all the ships.

4386. Q. Is that your experience in the navigation of this river? — A. Yes.

4387. You don't want to stop no speed of them? — A. Of course, if you run
ashore or anything of the kind they will stop.

4388. Q. Nothing short of running ashore stops a collier? — A. We have to stop
them every day.

4389. Q. Do you know that they do their best to get around very quickly from
Sydney to Montreal? — A. Yes, sir, lose no time as much as possible.

By Lord Mersey:

4390. Q. I think you said you did not alter your speed at all? — A. No, sir, I did
riot alter any speed because I did not want to. I had no reason to yet. I was watching.

By Mr. Aspinall:

4391. Q. When you first saw this vessel she was about 10 miles away? — A. I think
so. You could see the lights from a long distance. These big ships have very fine
lights. I won't swear, though, that she was 10 or 8 or 9.

4392. Q. As she was approaching you, being at a distance of 10 miles from you,
are there bends in the river round which she might have to some? — A. No, sir, it was
about as straight as you could like on the chart. It was as straight a place as ever
we have.

4393. Q. You marked this chart to-day for this gentleman? — A. Yes.

4394. Q. Have you been asked to do that before? — A. No.

4395. Q. Are you sure? — A. I marked it just now because I was asked.

4396. Q. Is this the first time you marked a chart to show where the vessels were
when they passed? — A. For this affair.

4397. Q. What do you mean by " this affair " ? — A. Do you mean did I never mark
a chart before? If you mean that, I say I have marked a good many charts and I
have took a good many courses on the chart, but to-day I marked that one to show
to the gentleman where the ship was. That is the first time I done it on that chart.

4398. Q. When were you first asked about these manoeuvres of the Empress? —
A. Manoeuvres?

4399. Q. Manoeuvres; the change of her lights in this way? — A When I wa3
aboard; when I was on her.

By Lord Mersey:

4400. Q. The question is, when were you first asked about all this? — A. Oh, well,
when I was first asked, about ten days ago, that Mr. Griffin

4401. Q. Griffin? — A. Griffin, and another gentleman, Mr. Power, I think — no,
Murphy. Mr. Murphy came to the office; he had been in Montreal to see the captain
and he told me about it; he asked me if it was true what the second mate said.

By Mr. Aspinall:

4402. Q. The day you passed the Empress was the 28th ? — A. Yes.

4403. Q. And you were asked about this about ten days ago? — A. Well, about
that, sir.

LAPIERRE.

EMPRESS OF IRELAND— STORSTAD COLLISION 247

SESSIONAL PAPER No. 21b

4404. Q. If I were to ask you about any ship you passed on the 1st of May, do
you think you could remember it? — A. On the 1st of May?

4405. Q. Yes?— A. No.

4406. Q. You don't think you could ? — A. I do not know if I was there on the 1st
of May. I was at home; I couldn't pass no ship.

4407. Q. Take the week before ; were you at sea ? — A. No, sir.

4408. Q. Take the week after? — A. I was still at home the week before.

4409. Q. The week after, where were you, at sea? — A. No, sir, not yet.

4410. Q. Still at home?— A. Still at home.

4411. Q. Your turn hadn't come? — A. No, sir.

4412. Q. On any night but this 28th of May could you tell me about the lights
of any vessel that passed you? — A. Well, it is pretty hard to tell you which ship I
passed, but I can tell you I passed a good many ships, and every one I did pass, when
it was in a large channel, when he showed his green light I showed my green light and
when he showed his red light I showed my red light. That is the way I navigate.

4413. Q. That is your method of navigation? — A. Yes, I navigate according to
the rules of the road.

4414. Q. When you were passing the Empress what was the direction of the cur-
rent, against you or with you? — A. Against me, sir.

4415. Q. About what was its strength? — A. About four or five knots.
Lord Mersey. — Does this complete the evidence from the Alden?

Mr. Aspinall. — Yes, my Lord. I should like to have the chart marked as an
exhibit.

(Chart filed as Exhibit " D.")

Witness discharged.

Mr. Newcombe. — I should like now to call the Marconi operators at Father Point.
They are here and their services are required down at the station.

Crawford S. Leslie, Marconi operator, Father Point, sworn

Examined by Mr. Newcombe:

4416. Q. Mr. Leslie, you are 19 years of age? — A. Yes, sir.

4417. Q. You are an assistant operator in the Marconi Wireless office at Father
Point? — A. An assistant, sir.

4418. Q. Who is your chief there?— A. Mr. W. J. Whiteside.

4419. Q. You went on duty at Father Point telegraph station on the 29th of May
last, at 10 minutes past one in the morning ? — A. Correct, sir.

4420. Q. And relieved the operator who was in charge there? — A. Yes.

4421. Q. What did he tell you about the Empress of Ireland? — A. He said the
Empress of Ireland was about.

4422. Q. But had not yet reported abeam? — A. Exactly.

4423. Q. Did you see the ship? — A. I couldn't say exactly I saw the Empress; I
saw the lights of a ship abeam.

4424. Q. At quarter past one. You sent out a call but got no reply? — A. Yes.

4425. Q. When did you receive a call from the Empress? — A. At 1.45 I received
the first call from the Empress.

4426. Q. What was that? — A. Just a general call.

4427. Q. To indicate that the Empress was there? — A. Yes, to attend.

4428. Q. Is that a stand-by signal for further messages? — A. No, the call required
an answer.

LESLIE.

248 MARINE AND FISHERIES

5 GEORGE V., A. 1915

4429. Q. Kequired an answer? — A. Bequired an answer.

4430. Q. Did you reply to the call? — A. Immediately.

4431. Q. What did he say? — A. He said: Struck a ship; by; get officer in charge.

4432. Q. By? — A. By, which means to stand by.

4433. Q. What did you do ? — A. I immediately rushed up to the officer's room and
told him that the Empress was in danger.

4434. Q. That is, Mr. Whiteside ?— A. Mr. Whiteside.

4435. Q. You immediately went up to Mr. Whiteside as chief, and called him at
1.48?— A. About 1.48.

4436. Q. That is, according to the time in your office? — A. Time in my office.

4437. Q. Did you get any further message from the Empress? Did you take
any further message yourself? — A. At 1.50 a.m. the Empress said: "Listing terribly;
by," and immediately started the S.O.S. call. Mr. Whiteside immediately took over
charge of the instruments.

4438. Q. What did you do? — A. I stood by for further orders.

4439. Q. Did you go to the telephone? — A. Yes, I went to the telephone to call
the Lady Evelyn.

4440. Q. Did you speak to the Lady Evelyn?. — A. Yes, I spoke to whoever was
attending to the 'phone there. Mr. Whiteside immediately took up the 'phone in the
operating room and spoke to the captain of the Lady Evelyn.

4441. Q. Then what did you do? — A. I immediately rushed over to the Great
Northwestern Telegraph Office to Mr. Mc Williams and asked him to give us land line
No. 7, as our own No. 4 was out of commission.

4442. Q. You saw Mr. McWilliams ?— A. Yes, I saw Mr. Mc Williams.

By Mr. Haight:

4443. Q. What time do you have in the wireless station there; is it Montreal
time? — A. Montreal time.

4444. Q. How do you get your time? Are you in communication so that
you can set your clocks daily and keep them accurate? — A. Communication at 12 p.m.
every day.

4445. Q. Communication with what? — A. The time is got every day at 12 p.m.
from Montreal.

4446. By wireless? — A. By land line wire.

4447. Q. That is, the signal comes over the telegraph wire every day at 12 p.m.?
— A. At 12 p.m., yes.

4448. Q. Do you know whether your clock had been set accurately at 12 that
day ? — A. I could not say for certain, but I believe it had.

4449. Q. To the best of your judgment, your clock was really accurate time?—
A. I believe so.

4450. Q. What was the moment that the ,call came in : " We struck a ship " ? —
A. 1.45 a.m.

4451. Q. Did you make any entry of the call? — A. Yes, I made an entry of the
call.

4452. Q. And you looked at the clock before you made the entry, so you are sure
of the moment? — A. Yes, I looked at the clock.

4453. Q. And it was what time that you got the word: Listing terribly? — A.
1.50 a.m.

4454. Q. And what was the time that the communication was cut off, did you
notice? — A. About 1.55. Mr. Whiteside got the last communication.

4455. Q. Did you happen to know when the Empress dropped her pilot? Was
there any communication at that time? — A. No communication at that time at all.

4456. Q. You don't know when that was? — A. Don't know when that was.

Witness discharged.

LESLIE.

EMPRESS OF IRELAND— STORSTAD COLLISION 249

SESSIONAL PAPER No. 21b

William James Whiteside, superintendent, Marconi wireless station, Father Point,,
sworn.

Examined by Mr. Ne'wcombe:

4457. Q. Are you the officer in charge of the Marconi wireless telegraph station
at Father Point?— A. Yes.

4458. Q. The last witness is your assistant? — A. Yes, one of them.

4459. Q. How many have you there?— A. I have three there at present.

4460. Q. Were you on duty on the night of the 29th of May?— A. No, I was not
on duty in the night.

4461. Q. You were there at the station; you were called? — A. I was at the
station.

4462. Q. You were called by Mr. Leslie, the last witness?— A. Yes, in the
morning.

4463. Q. On the morning of the 29th of May?— A. Yes.

4464. Q. At what hour, do you know? — A. He called me about 1.52 — 1.48.

4465. Q. 1.48, according to the statement I have here. Did you verify the time
of the call yourself? — A. No, but when I arrived in the instrument room it was 1.50.

4466. Q. And you came down immediately on being called? — A. I came down
immediately.

4467. Q. Mr. Leslie had reported to you that the Empress was in distress?— A.
Yes, he shouted out: the Empress is in distress.

4468. Q. What did you do when you came down to the instrument room? — A.
I took the telephones off Operator Leslie's head and put them on my own.

4469. Q. That you say would be about 1.'50 ?— A. About 1.50.

4470. Q. What communication did you have then with the Empress?— A. 1
heard her sending the last of her S.O.S. call.

4471. Q. Did you send any communication to her?— A. When she finished the
call I asked her what was her present position so that I could send the government
steamers to her assistance.

4472. Q. What did he say? — A. Twenty miles from Eimouski.

4473. Q. And then what happened? — A. I told Operator Leslie to call the
captain of the Lady Evelyn.

4474. Q. Before you come to that: about his signals, was there any indication
that his machine was out of commission? — A. I reported to him: 20 miles from
Eimouski, to verify it, and his signals trailed right off and I knew then that his
power had gone off.

4475. Q. You had no further communication? — A. No further communication.

4476. Q. What did you do at Father Point after that ?— A. I took it for granted
that he would still be standing by on his receiving apparatus, which I expect would
be all right, so I told him: I am sending the Lady Evelyn and the Eureka to your
assistance.

4477. Q. You sent out some further calls about 1.58? — A. Yes, I made the call:
C.Q., that is a general call which all ships that hear it must answer. I called the
Hanover, who I reckon would be about that place at the time. She was coming into
Montreal and she was 90 miles off at 9.50 the previous evening.

4478. Q. But you got no answer? — A. Got no answer.

4479. Q. In the meantime what did you do about the Lady Evelyn and the
Eureka? — A. I told Operator Leslie to call up the captain of the Lady Evelyn on
the telephone.

4480. Q. The Lady Evelyn was lying there at Father Point, was she? — A. No,
she was lying at Rimouski wharf.

4481. Q. Did you speak to him? — A. Immediately he got Captain Pouliot of the
Lady Evelyn I spoke to him and said: The Empress is sinking. I said: I cannot tell

WHITESIDE.

250 MARINE AND FISHERIES

5 GEORGE V., A. 1915

you whether she is east or west of Father Point, as she did not report abeam, but that
immediately the Eureka returned to the wharf, she would know which direction she
was in. He said : It is all right, as I will have to get steam up, so I won't be able to
go off for a few minutes. Then I telephoned the Eureka. At the time I was telephon-
ing the Evelyn the Eureka was right outside the station taking a pilot off some boat.
Immediately she tied up at the wharf I telephoned her — it was about two o'clock —
and I said : The Empress is sinking ; go to her assistance ; rush. The Captain replied
that the Empress had passed her and that he was going right away; I could hear him
shouting out then on the telephone before he put it on the receiver : Cut those ropes ;
let us get away quick; the Empress is sinking. Then I called up the Lady Evelyn
and told him that she was east of Father Point, and to rush.

4482. Q. You also saw the Eureka going out, didn't you? — A. Yes, she left the
wharf immediately, at about two o'clock.

4483. Q. Did you see the Lady Evelyn pass? — A. Yes, she passed about 2.48.

4484. Q. Going down? — A. Going down.

4485. Q. You sent a message about land lines to Mr. McWilliams? — A. Yes, I
sent Leslie. Immediately he got the Captain of the Lady Evelyn, I sent him over to
tell Mr. McWilliams, the G.N.W. agent, to fix the land line.

4486. Q. Was that done? — A. That was done immediately.

Witness discharged.

John McWilliams, Manager, Great Northwestern Telegraph, Father Point, sworn.

Examined by Mr. Newcombe :

4487. Q. Are you in charge of the Great Northwestern Telegraph at Father
Point? — A. Yes, I am manager of the Great Northwestern Telegraph Company, Mete-
orological observer, signal officer, and I look after the interests of the steamers <\t
Father Point, the different liners.

4488. Q. Will you state what your knowledge is with regard to communications
sent out on the night of the 20th of May in regard to the accident to the Empress0: —
A. On the 29th of May, after having prepared the Empress' mail and sent it on board
by the boat that went off for the pilot, I assured myself that the land communication
was correct ±or the Mnconi service, and then I went and turned in. This was at 12.80
a.m. Shortly before 2 I was awakened by the S.O.S. signal on my door bell, rung by
the Marconi operator, who had been sent over by Mr. Whiteside to advise rnc of the
danger signal he had got from the Empress. I rushed downstairs- in my night dress
and on opening the door he told me the news. I asked him if the Lady Evelyn had
been advised and if the Eureka had been advised. He said: The Lady Evelyn has
been advised, but the Eureka is not in yet. Then I looked out and I saw the Eureka
coming in towards the wharf. Have you notified the Hanover? She is the nearest
vessel in the vicinity to go to the rescue. The answer I got back was that they had
called the Hanover but had not been able to get her so far. I asked the young opera-
tor, as he was dressed, to run down and meet Captain Belanger coming into Father
Point and I would seize the telephone.

4489. Q. Captain Belanger of the EurekaX — A. Of the Eureka, yes. As soon as
he arrived at the wharf he connected with the telephone at once, the first act he did
on going down to his room. Holding the telephone in my hand I heard the Marconi
operator, Mr. Whiteside, give the signal to the Eureka, Captain Belanger of the
Eureka called me at once with two rings — we were on a party line — and said, I have
just got news that there has been an accident to the Empress. I said yes, for God's
sake, rush. I heard his two " all rights " and I could hear him in the distance as he

MCWILLIAMS.

EMPRESS OF IRELAND— STORSTAD COLLISION 251

SESSIONAL PAPER No. 21b

was moving away; he had evidently left his receiver unhung. After that I spent
the rest of the night between my office and outside with my telescope to see if I could
be of any use and I was there when the Eureka came in with the first boat load of sur-
vivors.

By Mr. Haight :
4490. Q. Do I understand that the boy who was sent to call you rang the S.O.S.
signal on your door bell? — A. On my door bell, yes. It was not a boy; he was the
Marconi operator who gave evidence a short time ago.

Witness discharged.

James D. Good, mechanical engineer, sworn.

Examined by Mr. Griffin.
Mr. Griffin. — My Lord, it seemed to us that it might be of assistance to the
Court if we could present in as descriptive a form as possible the present condition of
the stem of the Storstad. We have tried to do that in two ways : in the first place, by
photographs, which have already been handed in, and in the second place, by having
a model constructed in such a way as to show both the original position of the stem
and its present position. Of course, manifestly all the details of the damage could not
be reproduced in this way, but I think we have the main features and I shall call the
gentleman who was the maker of the model to establish the accuracy of it.

4491. Q. What is your occupation, Mr. Good? — A. Mechanical engineer.

4492. Q. Where were you trained; where did you study? — -A. McGill University,
Montreal.

4493. Q. Did you make measurements last week of the stem of the Storstad? —
A. I did.

4494. Q. And did you construct the model which is now produced? — A. I did.

4495. Q. Will you describe the method which you followed in making your
measurements and in building the model ? — A. I made a series of profiles covering every
foot from the deck line to the present water line and reduced those profiles to wood
strips, attaching them together so that we could get an accurate representation of the
boat. I laid off the proper centre lines to start with and a principal plumb line round
the damaged section with offsets to the bent plating. When we put the profiles together
we got a very accurate representation of the damaged boat in miniature.

4496. Q. What is the scale of the model? — A. One-quarter inch to the foot.

4497. Q. And it shows from the stem back to what point? — A. To the collision
bulkhead.

4498. Q. What is the wire framework in front of the model? What does that
show? — A. That indicates the true position of the stem originally, also the deck line
before the impact.

4499. Q. And you got that from the builder's plans ? — A. From the builder's plans.

4500. Q. Roughly speaking, about how many measurements did you take as a
basis for your model? — A. Somewhere about 1,000 measurements.

4501. Q. Were these measurements correctly and accurately made? — A. They were
all read to the first decimal place of a foot.

4502. Q. Does the model as a matter of fact show with accuracy the present con-
dition of the Storstad's stem? — A. Yes, it does.

4503. Q. Does it indicate anything below the present water line? — A. No, it
doesn't.

4504. Q. Do you know what the ship's draught of water is as she lies now? — A.
About four feet.

GOOD.

252 MARINE AND FISHERIES

5 GEORGE V., A. 1915

By Lord Mersey:

4505. Q. You say it does not indicate anything below the present water line? —
A. No, it does not.

Mr. Griffin. — This ship is still in the water; she is not in dry dock and so we
have not been able to go below the present water line.

The Witness. — The present water line is somewhere about four feet from the
bottom of the boat.

By Lord Mersey:

4506. Q. Four feet from where? — A. From the keel line. That is only an approxi-
mate measurement.

By Chief Justice McLeod:

450'7. Q. The model is as it shows above the water? — A. As it shows above the
water.

4508. Q. What is this in red? — A. What is painted on the vessel, the full load
water line.

By Lord Mersey:

4509. Q. The anchor is not shown? — A. Both anchors are visible but they are not
on the model.

By Mr. Griffin:

4510. Q. As the ship lies now, she has no cargo in her, has she? — A. No.

Mr. Griffin. — I should like to have the model marked, my Lord, as the Storstad's
exhibit 10.

(Model marked as Storstad's Exhibit No. 10).

Lord Mersey.' — Have you seen this model, Mr. Aspinall?

Mr. Aspinall. — I have seen it, my Lord, for a minute, perhaps.

Lord Mersey. — Show it to your clients and let us know if they accept it as a fair
representation of the present condition of the Storstad's stem.

Mr. Aspinall. — Might Mr. Hillhouse keep it in his possession over night, just to
look at it in conjunction with other matters?

Lord Mersey. — Have you any objection, Mr. Haight?

Mr. Haight. — We have, my Lord, a naval architect, who, I assume, will arrive
here late this evening, to whom I should like to submit it during the evening ; perhaps
Mr. Hillhouse would have sufficient time between now and eight o'clock.

Lord Mersey. — I have no doubt he would. You can have it again to-night, Mr.
Haight, for the purpose for which you want it.

Mr. Griffin. — May the witness leave the city and return to Montreal, where he
lives ? I understand that he wants to get back ?

Lord Mersey. — I have no doubt he does, but if this model is to be examined by
Mr. Hillhouse to-night and is to be spoken about to-morrow by your naval architect, it
would be better if he remain here until to-morrow.

Witness retired.

GOOD.

EMPRESS OF IRELAND— STORSTAD COLLISION 253

SESSIONAL PAPER No. 21b

Ernest Pugmire, passenger, Empress of Ireland, sworn.

By Mr. Newcombe:

4511. Q. You were a first cabin passenger on the Empress of Ireland? — A. Second
-cabin.

Mr. Newcombe. — My Lord, Mr. Haight wants to ask him a few questions.

By Mr. Haight:

4512. Q. You were one of the passengers on the Steamship Empress of Ireland?
— A. Yes, sir.

4513. Q. At the time of the disaster? — A. Yes, sir.

4514. Q. Where were you when the collision actually occurred? — A. I was in my
•cabin.

•4515. Q. Were you aroused by the collision or did you wake before? — A. Just
about a second or so before.

4516. Q. What wakened you? — A. I could not say, except it was the whistles.

4517. Q. Whereabouts was your cabin? — A. 432, on the upper deck.

4518. Q. As soon as you felt the-jar of the collision, what did you do? — A. I
immediately got down from my berth, stepped out in the corridor and immediately
"went back and put on my overcoat and went upstairs on to the deck.

4519. Q. Which part of the deck did you go to when you got out on it? — A. The
left side.

4520. Q. The port side? — A. I presume that is what it is.

4521. Q. What deck was it that you went out on, can you tell? — A. The saloon
deck.

4522. Q. Did you see the Storstad at all after the collision? — A. Not until I was
in the water.

4523. Q. Did you have any opportunity to observe whether or not the steamship
Empress was in motion when you got on deck? — A. I looked over the side.

4524. Q. And what did you see? — A. Either the Empress was moving astern six
or seven miles an hour or there was a pretty strong current.

By Lord Mersey:

4525. Q. Moving astern? — A. Moving astern, sir.
By Mr. Haight:

4526. Q. Did you, Mr. Pugmire, happen to see an article which appeared on
June 1st, in one of the Detroit papers? — A. I did.

4527. Q. That statement, purporting to be an interview with you, just had the
facts reversed, then.

Mr. Aspinall. — My Lord, I object to that.

Lord Mersey. — This will not do, you know; you have asked a question and* given
the answer.

Mr. Haight. — That is quite right.

Lord Mersey. — And it is not the answer you wanted.

By Mr. Haight:

4528. Q. Did you, Mr.. Pugmire, go out on to the upper deck on the same side of
the ship that your room is located on? — A. No, on the opposite side.

4529. And you went to the rail and looked over? — A. Yes.

4530. Q. Now, as you stood at the rail and looked over, which way did the water
seem to be moving, to your right or to your left? — A. To the right.

PUGMIRE.

254 MARINE AND FISHERIES Wr"

5 GEORGE V., A. 1915

By Lord Mersey:
4531. Q. And the stern of the ship was to your left? — A. The stern of the ship
was to my left.

Witness discharged.

Jacob Saxe, third officer, Storstad, sworn.

Mr. Haight. — The witness, my Lord, speaks some English, and I think if I go
slowly and use short words I can avoid the use of an interpreter.
Lord Mersey. — I hope you will.

By Mr. Haight:

4532. Q. Mr. Saxe, you were the third officer on the Storstad on the night of the
collision? — A. Yes, sir.

4533. Q. How long have you been on the Storstad? — A. About 13 months.

4534. Q. How long have you been going to sea? — A. I went to sea ill 1908.

4535. Q. When did you go on the bridge of the Storstad, prior to the collision? —
A. At 12 o'clock in the night.

4536. Q. What was your regular watch? — A. From 12 o'clock to 4 o'clock.

4537. Q. What time were you carrying at the time, Sydney or Montreal? — A.
Sydney time.

4538. Q. Who was on the bridge with you at 12 o'clock and up to the time of the
collision? — A. The chief officer.

4539. Q. It was his regular watch too? — A. Yes, sir.

4540. Q. Is it customary on the Storstad for you to have two officers on the bridge,
the chief and the third officer in the same watch? — A. Yes, sir.

4541. Q. Who else did you have on duty on deck ? Was there a man at the wheel ? —
A. Yes, sir, a quartermaster.

4542. Q. Anybody forward? — A. Yes, the lookout man and another A.B. on deck.

4543. Q. So that there were five men on duty in your watch? — A. Yes, sir.

4544. Q. When did you first see the Empress or the lights from her? I do not
expect you to give the minute, but approximately where she was? How did she bear,
how far away ? — A. Oh, well, may be about 6 or 8 miles.

By Lord Mersey:

4545. Q. Six or eight miles away? — A. Yes, sir.

By Mr. Haight :

4546. Q. And on which bow was she? — A. On the port bow.

4547. Q. And about how many points off? — A. Oh, that I cannot tell you.

4548. Q. Were you on the bridge continuously from the time that you first saw
her white lights up to the time of the collision ? — A. No, sir.

4549. Q. When did you leave the bridge? — A. I left the bridge two times.

4550. Q. That is, during your watch from 12 until the time of the collision you left
the bridge twice? — A. Twice.

4551. Q. When did you leave it the first time ? — A. About half past two.

4552. Q. And what did you leave it for? — A. To take in the log.

4553. Q. When you went aft to take in the log, were any lights on the shore in
sight? — A. Yes, sir.

4554. Q. What lights?— A. The Father Point light.

4555. Q. When you had taken the log in, did you return to the bridge? — A. I
returned to the bridge.

SAXE.

EMPRESS OF IRELAND— STORSTAD COLLISION 255

SESSIONAL PAPER No. 21b

4556. Q. When did you leave the bridge the second time? — A. About a quarter of
an hour later.

4557. Q. What did you then leave for? — A. The Chief Officer asked me how much
it was on the log, and that time I took it in I didn't know it, and then I went back
again to see how much it was.

4558. Q. You hadn't actually taken. the readings when you took the log in first?—
A. No, sir.

4559. Q. Did you have to strike a match to see what the readings were, or could
you see? — A. No, I couldn't see.

4560. Q. How long were you away from the bridge on the second occasion, when
you went back to take the readings ? — A. About two minutes, I think.

4561. Q. And with the exception of those two occasions when you left the bridger
you were on the bridge continuously from 12 o'clock until the collision ? — A. Yes, sir.

4562. Q. When did you first see the lights of the Empress with reference to the
times when you left the bridge? Can you fix the time? — A. I saw the lights of the
Empress before I went down the first time.

4563. Q. What lights were first visible from the Empress ? — A. Her masthead
lights.

4564. Q. What was the first coloured light that you saw? — A. A green light.

4565. Q. Where was the green light bearing from you; which bow was she on? —
A. Port bow.

4566. Q. The green light showed on the port bow? — A. Yes, sir.

4567. Q. Can you tell approximately how many points on the port bow? — A. No,
sir.

4568. Q. Do you know what the compass course of your steamer was when the
white masthead lights first became visible? — A. No, not that time.

4569. Q. When did you first notice your compass course after the Empress was
in sight? — A. That time I went to the compass, the fog came.

4570. You* didn't go to the compass at all until the fog came up? — A. Oh yes, 1
may have been there.

By Lord Mersey:

4571. Q. But you do not remember what you saw ? — A. No, sir.

By Mr. Haight:

4572. Q. When you saw the green light of the Empress, as nearly as you can
judge, how far away was she from you? — A. The green light the first time?

4573. Q. When you saw the green light the first time. — A. I can't tell you exactly,,
but I suppose it was about six or eight miles. •

By Lord Mersey:

4574. Q. Tell me what was the first coloured light that you saw on the Empress?
A. A green light.

4575. Q. How far away was she when you saw that light? — A. I saw the green
light about five miles away.

By Mr. Haight:

4576. Q. About how long was it after you saw the masthead lights, before you
saw the green light? — A. Oh, I don't know.

4577. Q. It was some little time; the white light showed first? — A. That time I
went aft, I could only see her masthead lights.

4578. Q. After you saw the green light of the Empress did you see any change in
the coloured lights? — A. Yes, sir.

4579. Q. Please state what change you saw. — A. Can I have an interpreter?

SAXE.

256 MARINE AND FISHERIES

5 GEORGE A. 1915

Mr. Haight. — Well, you can have an interpreter if you want to.

A. (Through interpreter.) When I saw the Empress first I saw both masthead
lights and no more. After I came back from hauling in the log I saw the green light
on the port side. A little after, I cannot say exactly the time, I saw two masthead
lights and both side lights. The green disappeared and I got the red one about a point
or two points on the port bow.

By Mr. Haight:

4580. Q. That is, when the Empress shut out her green light and showed red, the
red appeared to you a point and a half or two points on your port bow ? — A. Yes, sir.

4581. Q. You were then showing her red to red? — A. Yes, sir.

4582. Q. How long did the two vessels continue to approach showing red to red?
« — A. About a couple of minutes.

4583. Q. Then what happened? — A. Then the fog came.

4584. Q. Which vessel was enveloped in the fog first? — A. The Empress.

4585. Q. How far away from you do you think the Empress was when the fog
shut her out from view? — A. Between two and three miles, I can't exactly say.

4586. Q. Had you noticed the range lights of the Empress when she was showing
you her green light? — A. Yes, sir.

4587. Q. Did you notice a change in the range lights of the Empress as she
changed and showed first the two lights, and then the port light ? — A. Yes, sir.

Lord Mersey. — There would necessarily be a change, Mr. Haight.

Mr. Haight. — There would, sir, I wanted to show only that he had noticed both.

4588. Q. Did you, either before or after the fog shut in, look at your compass? —
A. When the fog came then the fog shut the Empress out, and then I heard a long
blast.

4589. Q. When did you look at the compass? Never mind the whistles yet? — A.
Not at that moment.

4590. Q. Did you look at the compass at any time? — A. Yes, sir.

4591. Q. When? — A. After I heard the second long blast from the Empress.
Lord Mersey. — That tells me very little.

Mr. Haight. — Yes, my Lord, I realize that that does not tell us much.

4592. Q. After the fog shut you out, what whistles did you hear, if any, from the
Empress? — A. One long blast.

Lord Mersey. — If you don't mind me making the suggestion, Mr. Haight, I think
it would be very much better if you came down here and asked your questions slowly,
with the witness close to you. He might understand you much better than he seems
to do, and if he could answer them as they are asked, in English, I would much prefer
it.

Mr. Haight. — Yes, my Lord, I will do so.

4593. Q. Now if you don't understand any question, I will try to repeat it and
explain it to you, but we will all of us talk English, such as we can. How long was it
after the fog shut out the Empress that you heard the whistle from her? — A. Immedi-
ately after.

4594. Q. And what whistle did she blow? — A. She blew one long blast.
Lord Mersey. — Let us go step by step.

4595. Q. What does one long blast mean? — (No answer).

4596. Q. Do you speak German? — A. Ja wohl, mein Herr.

(At this point Lord Mersey asked a few questions of the witness in the German
language, and was answered in the same tongue).

Lord Mersey.1 — The witness answers that one long blast means: I am going
straight on my course.

SAXE.

EMPRESS OF IRELAND— STORSTAD COLLISION 257

SESSIONAL PAPER No. 21b

By Mr. Haight:
4597. Q. After the Empress blew one long blast, did the Storstad blow a whistle?
—A. Yes, sir.

"4598. Q. Who pulled the whistle-cord then?— A. The Chief Officer.

4599. Q. Did you hear any other whistle signal from the Empress? — A. Yes, sir.

4600. Q. What whistle was that?— A. One long blast.

By Lord Mersey:

4601. Q. Still meaning: I am keeping on my course? — A. Yes, sir.

By Mr. Haight:

4602. Q. Did the Storstad blow after the second whistle from the Empress? —
A. Yes, sir.

4603. Q. What whistle did the Stordad blow?— A. One long blast.

By Lord Mersey:

4604. Q. The same thing?— A. Yes.

By Mr. Haight:

4605. Q. Who pulled the whistle cord then?— A. I did.

4606. Q. Do you know whether any order was given on the telegraph to your
engine room when the fog first shut out the Empress? — A. Yes, sir.

4607. Q. What signal was that?— A. Slow.

4608. Q. Do you know what the next signal was that was rung on the telegraph?
■ — A. To the engine room?

Counsel. — Yes. — A. Yes, stop.

4609. Q. Do you know when that signal was given? — A. I don't know exactly
when, but it was about that time we blew our third blast, our third long blast.

4610. Q. Well, I have only gotten two blasts so far — two blasts blown by the
Storstad, and I do not think you have mentioned the third one yet. When was the
stop order given with reference to the second signal of one whistle which was the
one that yourself pulled? Was it after that? — A. That time I pulled the second time
— the first blast from the Storstad the chief officer pulled, and after that I pulled
the second time, and gave the signal on the telegraph to the engine to stop.

4611. Q. Can you tell how much time there was between the first signal of one
whistle blown by the Empress and the second signal of one whistle ? The Empress blew
one whistle twice — now how much time was there between those two whistles? —
A. I didn't look at a watch but I expect about two minutes.

4612. Q. Did it appear to you to be about the usual interval, the usual time between
fog whistles ? — A. Yes, sir.

4613. Q. After the Empress had blown one whistle twice, what was the next signal
that you heard her blow? — A. I don't know exactly if I heard one long blast one time
more. The next I exactly know is three short blasts.

4614. Q. That is, you heard one whistle blown either two times or three times? —
A. Yes.

4615. Q. You are not quite sure which? — A. No, I am quite sure of two times.

4616. Q. But after you had heard a whistle signal of one long blast, either two or
three times, what was the next signal that she blew after that? — A. Three short blasts.

By Lord Mersey:

4617. Q. Was she still in the fog?— A. Yes.

4618. Q. Now, what do three short blasts mean? — A. Going astern.

SAXE.

21b — 17

258 MARINE AND FISHERIES

5 GEORGE V., A. 1915
By Mr. Haight:

4619. Q. What whistle was blown on the Storstad after you heard the Empress blow
the first signal of three whistles ? — A. One long blast.

4620. Q. What was the next signal which you heard blown by the Empress t —
A. Three short blasts.

By Sir Adolphe Routhier:

4621. Q. The second time? — A. The second time, yes.

By Mr. Haight:

4622. Q. And was the whistle on the Storstad blown in answer to that? — A. Yes, I
don't know how many times.

By Lord Mersey:

4623. Q. What did you blow on the Storstad? — A. One long blast.

4624. Q. When you heard the second three short blasts from the Empress ? — A. Yes.

4625. Q. You blew one long blast?— A. Yes.

4626. Q. Meaning that you were keeping on your course ? — A. Yes.

By Mr. Haight:

4627. Q. How many times did you hear the Empress blow a signal of three short
blasts? — A. Two times.

4628. Q. Now did you at .any time while these whistles were being blown look
into your compass to see what course your steamer was heading on ? — A. Yes, sir.

4629. Q. When was it that you looked into your compass? — A. From that time
I blew the first long blast.

4630. Q. The first one that you pulled the cord on?— A. Yes.

4631. Q. That was the second long blast?— A. Yes, the second long blast on the
Storstad from that time I was at the compass.

4632. Q. Now where is the whistle pull with reference to the compass? — A. At
the compass.

4633. Q. So as you stood with the whistle pull in your hand you were at the
compass? — A. Yes.

4634. Q. How far away from it? — A. Close to it.

4635. Q. When you looked into the compass how was the Storstad heading —
what was the compass course when you first looked into the compass? — A. West by
south, half south.

4636. Q. That is what course magnetic? — A. It would be west by south.

4637. Q. That is you have a half point to correct for the deviation? — A. Yes,
I don't know exactly how much the deviation was at that time.

4638. Q. It might have been a few minutes one way or the other, but is half a
point about right? — A. Yes. I have nothing to do with the navigation.

4639. Q. Well, the compass then showed a course west by south by half south?
— A. Yes, sir, west by south, half south.

4640. Q. Did you hear an order given to the man at the wheel while these signals
were being exchanged? — A. Yes, sir.

4641. Q. When was it that the order was given? — A. I don't know exactly.

4642. Q. I don't mean the minute but was it before or after any one of these
whistles? What was the last whistle you had heard from the Empress when you
heard the order given to the man at the wheel ? — A. Three short blasts.

4643. Q. And which of the three blasts signals was it, the first or the second? —
A. The first time.

4644. Q. When you heard the first signal of three whistles, you heard the Chief
officer give some order to the helmsman? — A. Yes, sir.

SAXE.

EMPRESS OF IRELAND— STORSTAD COLLISION 259

SESSIONAL PAPER No. 21b

4645. Q. Now what was the order? — A. A little port.

4646. Q. Have you seen it executed? — A. Yes, sir.

By Sir Adolphe Routhier:

4647. Q. To port?— A. Yes, a little port.
i 4648. Q. The helm?— A. Yes.

By Mr. Haight:

4649. Q. Please state just what was done with the wheel after the chief offietjr
gave the order to port ? — First it was put over some ? — A. It was put over to starboard.

4650. Q. That is porting your wheel, is it? — A. Yes, sir.

4651. Q. Did the ship change her course? — A. No, sir.

4652. Q. Were you looking in the compass? — A. Yes, sir.

4653. Q. What did you do next?

By Lord Mersey:

4654. Q. Wait a moment at this point — you say the man at the wheel tried to port
the helm, and you say the ship didn't answer ? — A. No.

4655. Q. Were you surprised when it didn't answer? — A. No.

4656. Q. It didn't answer, I understand, is that right? — A. It didn't answer.

4657. Q. Well, were you surprised when it didn't answer? — A. No, I was not.

By Mr. Haight :

4658. Q. Why were you not surprised ? — A. The engines were stopped.

4659. Q. How long had they been stopped? —

Lord Mersey. — Wait a minute — your engines were stopped, were they? — A. Yes,
sir.

By Mr. Haight:

4660. Q. How long had they been stopped when the Chief Officer ordered the
wheel ported? — A. A few minutes.

By Lord Mersey:

4661. Q. Well now, if your engines had been stopped a few minutes, you knew
it was no use porting your helm? — A. No.

4662. Q. If your engines had been stopped for a few minutes, did you think it
was any good porting your helm? — A. The mate gave the order to do it.

4663. Q. I know he did, but you say the ship didn't answer? — A. No.

4664. Q. He knew the engines had been stopped for some minutes, didn't he? — A..
Yes.

4665. Q. What did he port his helm for? Why did he port his helm?— A. The
chief mate ordered the wheel to be ported.

4666. Q. But why did he order it to be ported? — A. I didn't ask him why.

4667. Q. I dare say you did not ask for a reason, but what do you suppose the
reason was? — A. I thought it was for the current.

By Mr. Haight:

4668. Q. After the Chief Officer had ordered the wheel ported, how far was it
actually put over? was it put half over or hard over? — A. About half over.

4669. Q. And when the wheel was half over were you able to see the compass?—
A. Yes, sir.

4670. Q. Had she changed her heading any? — A. No, sir.

4671. Q. She was still heading how ? — A. West by south, half south.

4672. Q. And was the wheel ported any more? — A. Yes, sir.
4672(a). Q. Who put the wheel over at last?— A. I did.

SAXE.

216— 174

260 MARINE AND FISHERIES

5 GEORGE V., A. 1915

4673. Q. And how much did you put it over then? — A. Hard a port, sir.

4674. Q. After you had put the wheel hard a port, did you look at the compass ? —
A. Yes, sir, I was with the compass all the time.

4675. Q. After the wheel had been put hard over, did you see any change in her
course? — A. No, not at all, sir.

4676. Q. After you had put it hard over and she was still heading on the same
course, was any whistle blown by the Storstad? — A. Yes, sir.

4677. Q. Who pulled the cord?— A. I did.

4678. Q. What signal did you blow? — A. Two long blasts.

By Lord Mersey :

4679. Q. Now what did that mean? — A. That meant: we are lying still.
By Mr. Haight:

4680. Q. After you had blown a signal of two whistles, indicating that you had
no steerage way, did you hear any order rung in on the telegraph? — A. Yes, sir.

4681. Q. Do you know what that order was? — A. No.

4682. Q. Did you see the disk of the telegraph at that time? — A. No.

4683. Q. Did you feel any vibration of your engines giving you an idea of what
the order was? — A. Yes.

4684. Q. What did you think that order was? — A. I was feeling that the ship
went ahead — that the engines went ahead, and I could hear them.

4685. Q. You could hear the engines moving too? — A. Yes.

4686. Q. Could you tell whether she had been started slow or full speed? — A. On
slow.

4687. Q. Were you still standing at the compass? — A. Yes, sir.

4688. Q. Was your wheel still hard over? — A. Yes, sir.

4689. Q. Did you know when the chief officer whistled down through the tube to
call the captain? — A. No, I did not.

4690. Q. Did the captain come on deck while you were there? — A. Yes.

4691. Q. Now, when did the captain come up on to the bridge? — A. Just after the
engines started to go again.

4692. Q. That is after you had blown two? — A. Yes, sir.

4693. Q. And after the telegraph had been rung slow ahead? — A. Yes.

4694. Q. The master came to the bridge? — A. Yes.

4695. Q. Which side of the bridge did the captain come up on? — A. On the
starboard side.

4696. Q. What did he do when he first came to the bridge? — A. He went to the
compass.

4697. Q. Were you then at the compass? — A. Yes, sir.

4698. Q. Did the captain look into the compass? — A. Yes, sir.

4699. Q. How close was he to you? — I went away for him when he came.

4700. Q. You stood aside to let him look into the compass? — A. Yes.

4701. Q. Now, what happened next? — A. Then the captain went farther on the
bridge, to the telegraph.

4702. Q. When did. you first see the Empress coming out of the fog? — A. Imme-
diately after the captain came on deck.

4703. Q. And what did you first see of her? — A. The masthead light.

4704. Q. And where did the masthead light bear from you, on which side? — A.
On the port side.

4705. Q. How many points do you think it was on the port side? — A. About three
or four points.

4706. Q. Did you subsequently see any coloured lights? — A. Not at that time.

4707. Q. Did you later see the coloured lights? — A. Yes, sir.

SAXE.

EMPRESS OF IRELAND— STORSTAD COLLISION 261

SESSIONAL PAPER No. 21b
By Lord Mersey:

4708. Q. Before you come to that, I want to know how far in your opinion the
Empress was when you first saw her after the captain came on the bridge — how far
was the Empress away from you? — A. Oh, about a couple of hundred yards.

4709. Q. That is 600 feet? — A. Well, I couldn't tell you.

By Mr. Haight:

4710. Q. Can you express it in lengths of your ship ? How many lengths of your
ship was the Empress away from you ? — A. Oh, about a ship's length or two.

4711. Q. One or two ship's lengths? — A. Yes, sir.

4712. Q. After you had first seen her did you then see a coloured light, a side
light, on the Empress? — A. Yes, but not at once.

4713. Q. Not at once — now what coloured light was it? — A. A starboard light.

4714. Q. What colour? — A. A green light.

4715. Q. How soon after you saw the white light was it that you saw the green?
— A. Immediately after.

Lord Mersey. — But this is no use to me. In all that excitement these things must
have occurred almost instantly.

Mr. Haight. — Of course they must, my Lord, the witness says almost immediately
after.

Lord Mersey. — There is no use asking him to say a second after. And two seconds
after. Everything that takes place now takes place in a few seconds.

Mr. Haight. — Yes, my Lord.

4716. Q. Where were you standing when you first saw the green light, Mr. Saxe?
— A. At the compass.

4717. Q. Did you then see your heading? Do you know how your ship was then
heading? — A. Yes, the course.

4718. Q. Had the course changed any? — A. No, sir.

By Lord Mersey:

4719. Q. Do I understand that although you put your helm to port, and afterwards
put your helm hard-a-port, the course of your ship was not affected in the least, is that
true ? — A. That is true.

By Sir Adolphe Routhier:

4720. Q. No change? — A. No change at all.

By Lord Mersey:

4721. Q. Your engines had commenced to go ahead? — A. Just at that moment,
yes.

By Mr. Haight:

4722. Q. When the white light of the Empress first showed did you hear any
signal rung into the engine room by the Captain ? — A. No, sir.

4723. Q. Did he ring a signal more than once? — A. Yes, three or four times. I
could see it.

4724. Q. Do you know what the signal was? — A. Yes, sir.

4725. Q. What was it? — A. Full speed astern.

4726. Q. Could you feel your engines vibrate? — A. Yes, sir.

4727. Q. How long do you think your engines had been running slow ahead before
the master rang the telegraph full speed astern? — A. I cannot tell you, but I think
it must have been only a few seconds, because immediately after the captain came on
deck — just at that moment.

SAXE.

262 AlARIXE AXD FISHERIES

5 GEORGE V., A. 1915
Lord Mersey. — I don't understand this.

Mr. Haight. — As I understand it, it corresponds reasonably with the rest of the
witnesses.

4728. Q. Now, as you state that you first saw the green light, did you notice any
movement of the green light? — A. Yes, sir.

4729." Q. Which way was the green light moving? — A. From over across our bow.

4730. Q. From left to right? — A. Yes, from port to starboard.

4731. Q. How fast was that green light moving? Could you form any judgment
as to what the speed of the Empress was? — A. Oh, no, I couldn't.

4732. Q. Well did she appear to you to be going at a fair speed or almost dead
stopped ? — A. Oh no.

By Lord Mersey:

4733. Q. Can you form an idea as to the speed at which the Empress was moving
through the water when you saw her green light ? — A. A good speed.

4734. Q. A good pace?— A. Yes.

4735. Q. What do you mean by a good pace — I don't know what you mean
by that — what do you mean by a good speed? — A. I don't know how fast she was
going.

4736. Q. Then you don't know what you mean by a fast speed? — A. Not exactly,
no.

By Sir Adolphe Routhier:

4737. Q. Did you say a good pace or a good speed? — A. A good speed.
Lord Mersey. — It is exactly the same thing.

By Mr. Haight:

4738. Q. Can you give it in knots? — A. No, I don't think I can.

Lord Mersey. — At all events, Mr. Haight, you have it that according to him the
Empress was moving forward t
Mr. Haight. — Yes, my Lord.
By Mr. Haight:

4739. Q. Please give in knots, as well as you can, the speed which you think the
Empress was moving across your bow when you saw the green light \

Lord Mersey. — Well, Mr. Haight, if I were you I wouldn't ask him that, be-
cause if he were to tell me, that in the circumstances in which he was placed he formed
an opinion on that question, I should have the greatest difficulty in believing him.

Mr. Haight. — I am asking him, my Lord, if he can form an opinion now from
what he then saw, not if he formed an opinion at that moment.

Lord Mersey. — Well, if he didn't form an opinion then, I don't think his opinion
now would be worth anything at all. That is my view, and I suggest it to you. I
don't think you can get anything very much more from him on the question of the
speed of the Empress. Those are circumstances under which a man could hardly form
an opinion.

Mr. Haight. — No man can do more than give an opinion at any rate. I do not
expect any accurate observation at such a time.

By Mr. Haight:

4740. Q. When his engines were put full speed astern by the master did you blow
any signal on the whistle? — A. The captain said to me I should blow three short
blasts.

4741. Q. And did you blow three short blasts? — A. I blowed them, yes, sir, at the
same time.

4742. Q. Were you still on the bridge when the vessels came in contact? — A. Yes,

sir. i

SAXE.

EMPRESS OF IRELAND— STORST AD COLLISION 263

SESSIONAL PAPER No. 21b

4743. Q. From the time that you first heard the signal of one long whistle from the
Empress up to the time that the vessels actually struck did you hear any signal of two
whistles? — A. No, sir.

4744. Q. Are you sure about that? — A. I am sure, quite sure.

4745. Q. Captain Kendall has testified that he blew three signals twice, but that
he also blew two signals of two whistles each. Are you quite sure you heard no signal
of two whistles? — A. I have not heard anything.

4746. Q. Do you think you heard all the whistles that were blown before the colli-
sion ? — A. I think so.

4747. Q. How long did you stay on the bridge after the vessels came together? —
A. At the time the vessels came together the captain gave me orders to make the
boats clear.

By Lord Mersey :

4748. Q. To do what? — A. To make the boats clear, my Lord.

N By Mr. Haight:

4749. Q. Where did you go to make the boats clear? — A. To the boat deck.

4750. Q. Aft or forward? — A. Amidships.

4751. Q. How long did it take you to get your boats clear? — A. About three
minutes.

4752. Q. Were the four boats manned in that time or were they simply got clear
of their lashings? — A. Cleared and swung out on the davits.

4753. Q. How long did it take you to get the crews ready to stand by? — A. The
crew was there at that time.

4754. Q. Did you hear the whistle of the Storstad sounding after you went aft to
get your boats ready ? — A. Yes, sir.

4755. Q. Did you get any answer from the Empress? — A. I haven't heard it.

By Chief Justice McLeod:

4756. Q. You did or did not hear it? — A. I did not.

By Mr. Haight :

4757. Q. When the boats came together how much of a jar was there in the colli-
sion, were you set off your feet at all? — A. No.

4758. Q. Before you left the bridge to go aft could you see whether after the boats
came together there was any change in the heading of the Storstad? — A. Yes.

4759. Q. And what change did you notice? — A. She went together with the
Empress.

4760. Q. Yes, but did you see whether the Storstad was swung one way or the
other from her course? — A. She swung the same way, she swung around with the
Empress.

4761. Q. Which way did the Storstad's bow swing?

Lord Mersey. — The Starstad's bow was sticking in the side of the Empress.
If you asked him which way did her stern swing I should understand better.

By Mr. Haight:

4762. Q. Which way did the stern of the Storstad swing after the Storstad and
the Empress came together? — A. To the port side.

By Lord Mersey:

4763. Q. Now you know what we are asking you? — A. Yes, sir.

4764. Q. Which way — if you saw it, I don't know whether you saw it or not — A.
Yes, sir, I saw it.

SAXE.

264 MARINE AND FISHERIES

5 GEORGE V., A. 1915

4765. Q. When the Storstad struck the Empress which way did the stern of the
Storstad swing? Did she swing at all? — A. After the Empress had struck?

4766. Q. Yes, the moment it struck. Here is the Storstad (taking the two
models) running into the Empress.. There is the stern, which way did the stern
swing, that way or this way? — A. The first way.

4767. Q. Then the stern swung round to port? — A. Yes.

By Mr. Haight:

4768. Q. Did you before you left the bridge hear any hail from the Empress to
the bridge of the Storstad? — A. Yes.

4769. Q. What did you hear? — A. Somebody shouted out: Don't go astern. They
shouted down two or three times.

By Lord Mersey:

4770. Q. From the Empress1*. — A. From the Empress.

By Mr. Haight:

4771. Q. Did the captain of your boat make any reply? — A. Yes, sir.

4772. Q. Please speak out, every one wants to hear you. What was the captain's
answer ? — A. No, I won't, I am going full speed astern, I mean full speed ahead.

4773. Q. Did you hear any order rung on the telegraph immediately after the
vessels came together? — A. Yes, sir.

4774. Q. Could you tell what change was made in the motion of your engines? —
A. Yes.

4775. Q. How did they go then ? — A. Ahead.

4776. Q. And was it then that your captain replied that he was going full speed
ahead? — A. In the same moment.

By Sir Adolphe Routhier:

4777. Q. What was the consequence of the order full speed ahead? — A. The ship
went ahead, the engines started to go ahead.

4778. Q. What was the consequence of that going ahead full speed? — A. I could
not see that at that time, I went down to the boat deck to make the boats clear.

By Lord Mersey:

4779. Q. You were busy with the boats? — A. Yes.

By Mr. Haight:

4780. Q. What was the last you saw of the Empress ? Did you see her again
after you left the bridge to get the boats ready? — A. Yes, sir.

4781. Q. Where was she then? — A. On the port side, aft on the port quarter.

4782. Q. That was just before the rescue, that was some time later? — A. Yes, sir.

4783. Q. What was it that first gave you information as to where the Empress
was? How did you first learn where the Empress was? — A. After the collision?

4784. Q. Yes, after the collision? — A. I heard cries.

4785. Q. From the people in the water? — A. Yes, sir.

4786. Q. Were your boats then lowered? — A. Lowered to the deck.

4787. Q. Were your boats put into the water? — A. Not at that time. It was after
that time we put them in the water.

4788. After you heard cries what was done on your boat? — A. The captain gave
orders to man the boats and lower them down at once.

4789. Q. Did you try to get closer to the Empress? — A. Yes, the boat came closer
to the Empress that time.

4790. Q. And when your boats were finally lowered into the water how far was
the Storstad from the Empress?-^- A. But I cannot tell you that exactly.

SAXE.

EMPRESS OF IRELAND— STORSTAD COLLISION 265

SESSIONAL PAPER No. 21b

4791. Q. Did you take command of one of the boats? — A. Yes, sir.

4792. Q. How long did it take you to row from the Storstad to the Empress, or
to where the people were in the water? Was the Empress still afloat? — A. Yes, sir.

4793. Q. When you got over in your boat you could see the Empress still afloat? —
A. Still afloat, yes.

4794. Q. xind how far do you think it was in lengths of your steamer, say from
the Storstad to the Empress? — A. Oh, I suppose it was between one and two ship's
lengths from the Storstad.

By Lord Mersey:

4795. Q. Let me understand that (taking the models again) you had driven into
the Empress in this way and you swung round in that way? — A. Yes.

4796. Q. Did you then separate from the Empress? — A. I don't know at that time;
I was on my boat deck.

4797. Q. But the ships had got separated ? — A. Yes.

By Mr. Haight:

4798. Q. But when you next saw them the Storstad was two ships' lengths away
from the Empress? — A. Between one and two; I cannot say exactly.

4799. Q. That between one and two ships' lengths you talk about is your own
ship's lengths? — A. Yes.

4800. Q. And you went in one of the boats towards the still floating Empressl — ■
A. Yes.

4801. Q. Did you actually pick up some people before the Empress sank out of
sight?— A. Yes.

4802. Q. How soon did the Empress go down after you began to pick up the peo-
ple?— A. That time I did not look at the boats; I cannot tell you.

4803. Q. It was only just a very short time after you got there that she went
down? — A. I got few peoples in the boat at that time she went down.

4804. Q. How many people did you pick up on your first trip?

By Lord Mersey:

4805. Q. Does this matter very much? There is no reflection on the men of
either boat in that respect.

By Mr. Haight:

4806. Q. Very well, my Lord. How many trips did you make? — A. Three trips.

4807. Q. Did you get living people on your third trip? — A. Yes.

4808. Q. You picked up people who were still alive on your third trip? — A. Yes.

4809. Q. Will you please place the models in the position that the vessels were
in when they actually came together, in contact when the collision happened. Use
the larger model for the Empress and the smaller model for the Storstad.

(Witness then placed the models on a piece of paper and marked their positions
thereon with a pencil.)

By Lord Mersey:

4810. Q. Have you drawn them on the paper? — A. Yes.

4811. Q. Very well, let us see them.

The paper was then handed to his Lordship.

Lord Mersey. — I think that is very much like what the Captain drew.
Mr. Haight. — Very much, but seeing that he was the officer on the bridge I
thought he should show his idea.

Lord Mersey. — Let it be marked.

The exhibit was thereupon marked Storstad No. 11.

SAXE.

266 MARINE AND FISHERIES

5 GEORGE V., A. 1915

By Mr. Haight:

4812. Q. I omitted to ask you, as you heard the various whistle signals blown by
the Empress on which side of your vessel did the whistles bear? — A. On the port side.

4813. Q. Did you hear any whistle signal blown by the Empress before the ves-
sels came together which sounded from your starboard bow? — A. No, sir.

Lord Mersey. — Mr. Newcombe, where is the log of the Storstadf

Mr. Newcombe. — It is here, my Lord, I have had a translation of it made, and I
gave the book to Mr. Haight with the translation in order to have it verified.

Mr. Haight. — I am exceedingly sorry to say that last night I did not have the
opportunity to verify the translation.

Lord Mersey. — You may assume that the translation is all right. Tell me, Mr.
Newcombe who has had possession of this log since the accident.

Mr. Newcombe. — Within a few days after the accident this log was turned over
to Captain Lindsay, our officer, who was appointed to conduct the preliminary exami-
nation, and it has been in the hands of the officials of the Marine Department ever
since, until the night before last when I gave it to my friend to see that the translation
that had been made was satisfactory to him before putting it in. I intended to put
it in yesterday but it was overlooked.

Lord Mersey. — I am asking you as counsel conducting this inquiry whether it is
the practice for the Government whom you represent on occasions such as these to
produce that log for the information of the court?

Mr. Newcombe. — Oh, certainly, my Lord.

Lord Mersey. — Then it ought to be produced at this point, and I shall ask you
to hand the translation of the original log to Mr. Aspinall so that he may read it.
Have you seen it, Mr. Aspinall

Mr. Aspinall.1 — We have had a copy made of the translation, my Lord.

Lord Mersey. — Oh, very well, you have had a copy. I think you must deal with
this log, that is to say you must assume that we are going to, and any observations
that you desire to make upon it you will make, and you will of course if you think
fit, that is your business, make when you cross-examine the man who kept the log
upon it. Now I think we will rise and you shall cross-examine this witness to-mor-
row.

The commission thereupon adjourned until 10 a.m. Saturday, June 20.

Quebec, Saturday, June 20, 1914.

FIFTH DAY.

The Commissioners appointed by the Honourable John Douglas Hazen, the
Minister of Marine and Fisheries of Canada, under Part X of the Canada Shipping
Act as amended, to inquire into the casualty to the British Steamship Empress of
Ireland, in which the said steamship, belonging to the Canadian Pacific Kailway
Company, was sunk in collision with the Norwegian Steamship Storstad, in the River
St. Lawrence, on the morning of Friday, the 29th day of May, 1914, met at Quebec
this morning, the twentieth day of June, 1914.

Lord Mersey. — Is the witness here?

Mr. Haight. — Ye3, my Lord.

SAXE.

EMPRESS OF IRELAND— STORSTAD COLLISION 267

SESSIONAL PAPER No. 21b

Jacob Saxe, 3rd officer, Storstad. Examination resumed.

Mr. Aspinall. — My Lord, I do not propose to take this gentleman in great detail
through the story again, as I have put my case through the other witnesses. But I
am afraid I shall be a little longer than I wished, as his evidence seems to be of
importance.

4814. Q. How much do you get paid a month as wages? — A. 100 Norwegian
kronen. •

By Lord Mersey:

4815. Q. That about five pounds a month ?— A. $27.

By Mr. Aspinall:
4815^. Q. You understood my question? — A. Yes, sir.

4816. Q. Now, I would like to talk to you in English and to have you talk to me
in English, will you. — A. I will try.

4817. Q. You seem to understand me. How long have you been on the Storstad?
• — A. Thirteen months, about that.

4818. Q. Yes, that is what you told us yesterday. Do you ever get a present if the
•ship, the Storstad, makes quick voyages? — A. No,' sir.

4819. Q. Are you sure? — A. Yes, sir, I am quite sure.

4820. Q. At the end of the season, if the Storstad has made many voyages, and
made some of them quickly, don't you get a present? — A. No, sir.

4821. Q. Will you tell me what certificate you hold — do you hold a master's cer-
tificate?— A. No, sir, a mate's.

4822. Q. How long have you held that certificate? — A. Two years.

4823. Q. Is it a Norwegian mate's certificate? — A. Yes, sir.

4824. Q. And before that were you a sailor? — A. Yes, sir.

4825. Q. And since you got that certificate have you been serving as a mate, act-
ing as mate? — A. Not all the time.

4826. Q. Have you been serving as a sailor for some of the time since you got
your mate's certificate? — A. Yes, for two months after that.

4827. Q. And the rest of the time? — A. I have been in the Norwegian navy.

4828. Q. You have been serving as a sailor in the Norwegian navy? — A. As a
quarter-master.

4829. Q. And how long have you been acting asva mate of any ship? You were
third mate of this ship? — A. Yes.

4830. Q. And you have been in her thirteen months? — A. Yes.

4831. Q. Have you ever been mate in any other ship? — A. Yes, second mate.

4832. Q. What ship was that? — A. A Norwegian ship.

4833. Q. A steamer?— A. Yes.

4834. Q. And how long were you serving as second mate on that steamer? — A.
About a month.

4835. Q. Have you a good memory, Mr. Saxe? — A. Yes, sir.

4836. Q. Well now, on the night in question — you remember you said you had
nothing to do with the navigation? You said that yesterday? — A. Yes, sir.

4837. Q. What were your duties on the bridge? What had you to do on the
bridge? — A. I had to keep a look-out on the bridge.

4838. Q. Anything else? — A. Not that night.

4839. Q. You had nothing else to do that night but to keep the look-out ? — A. No.

4840. Q. Now, you seem to have seen a great many things, to have noticed a
great many things and heard a great many things, didn't you? — A. Oh, yes.

4841. Q. You did. You have told us the whole story and everything about it,
have you not? — A. Yes, all that I know about it.

SAXE.

258 MARINE AND FISHERIES

5 GEORGE V., A. 1915

4842. Q. Well, you know all about it, don't you. . . . you didn't miss much
that night, did you ? — A. No, I told all I know about the story.

4843. Q. Well, now then, have you ever been in charge of the Storstad your-
self?— A. Yes, sir.

4844. Q. When were you in charge of her yourself? — A. That time we came over
from Europe the last time.

4845. Q. Coming out from Europe you say you took charge of the Storstad by
yourself for a, time? — A. Yes.

4846. Q. At night?— A. Oh, yes.

4847. Q. Was it on the twelve to four watch at times, the middle watch? — A.
Oh, yes.

4848. Q. You did? Are you ever left in charge in the Kiver St. Lawrence on
her? — A. No, sir.

4849. Q. If the master is not on the bridge and you see fog in the river, is any-
thing done with regard to the master? — A. Yes.

4850. Q. What?— A. I have to call him.

4851. Q. You have to call him?— A. Yes.

4852. Q. That would be your duty, would it? — A. Oh, yes.

4853. Q. Was he called on the night of this collision ? — A. Yes, he was called.

4854. Q. I suppose it was easy to call him? — A. I don't know, I didn't call him
that night.

4855. Q. Oh, you didn't call him that night?— A. No.
4)856. Q. Who did call him?— A. The chief mate.

4857. Q. How did he call him? — A. I think through the speaking-tube.

4858. Q. Is there a speaking-tube there? — A. Yes.

4859. Q. So it is quite easy to have him up? — A. Oh, yes.

4860. Q. You only take that whistle down and he will come up? — A. Yes.

4861. Qv He was only called there on the night of the collision a few seconds
before the collision occurred? — A. I don't know what time he was called.

4862. Q. You say you don't know what time he was called? — A. No, sir.

4863. Q. Do you mean that you did not see the chief mate go to the whistle to
call him? — A. No, sir, I didn't see him.

4864. Q. Did you see the captain come up on the bridge? — A. Yes.

4865. Q. When he came up on the bridge that was only a few seconds before the
collision happened, was it not? — A. Oh, yes; immediately before.

4866. Q. Do you know why he was not called sooner? — A. Oh, I think it was
foggy.

4867. Q. You think it was foggy? — A. I think it was while it was foggy.
Lord Mersey. — Wait a moment .... he misunderstood your question, Mr. Aspinall.
Mr. Aspinall. — Does your Lordship think he did not understand?

Lord Mersey. — I don't think he did, because I don't think that is an answer to
your question. Your question, you know, was why he was not called sooner, and then
he answered, because it was foggy. Now that is not really an answer to your ques-
tion.

By Mr. Aspinall:

4868. Q. Have you now heard the question, Mr. Saxe? — A. I didn't understand it.
Lord Mersey. — Just listen to me.

4869. Ql The question you were asked is this: do you know why the captain was
not called up on the bridge sooner, earlier do you know why? — A. I don't know.

By Mr. Aspinall:

4870. Q. On other occasions when you had fog, is he called when you see the fog
coming on? — A. I have always done it when I have been in charge of the ship.

4871. Q. When, when you see the fog coming on? — A. Yes.

SAXE.

EMPRESS OF IRELAND— STORSTAD COLLISION 269

SESSIONAL PAPER No. 21b

4872. Q. That is the right time, isn't it?— A. (Jh, yes.

4873. Q. That is the proper thing to do ? — A. Yes.

4874. Q. Well now, I am not going to ask you a great many questions about
what you saw, Mr. Saxe, but I must ask you a few, and I am going to take you to the
time when you heard the Empress give three short blasts, do you remember ? — A. What
time it was ?

4875. Q. No, not the time, because you don't know the time, but do you remember
hearing those three blasts? — A. Yes, sir.

Lord Mersey. — That is the first three blasts you are referring to, Mr. Aspinall?
Mr. Aspinall. — Yes, my Lord, the first signal of three blasts.
The Witness. — The first time she didn't blow three blasts.

By Mr. Aspinall:

4876. Q. I know you say that the first time she didn't blow three blasts. Let me

remind you of your evidence you say you first heard her blow one long blast, is

that right? — A. Yes., sir.

4877. Q. Then a second long blast? — A. Yes, sir.

4878. Q. And maybe possibly a third long blast? Is that right? — A. Yes, sir,
but I can't tell you for certain.

4879. Q. And then you said after that you heard her blow three short blasts, is
that right? — A. Yes, sir.

4880. Q. When you heard her blow these short blasts how long after that do you
think the collision happened, five or six minutes ? — A. It may be about that, but I can't
tell you.

4881. Q. Some minutes afterwards? Some minutes later?

Lord Mersey. — Please answer by saying yes or no, because all your answers have
to be written down, and they cannot write down nods. So be sure and say yes or no.
— A. Yes, sir.

By Mr. Aspinall:

4882. Q. Your answer to my question is yes, is it not? — A. Yes.

4883. Q. And three short blasts, as you told us yesterday, mean: I am reversing
my engines? — A. Yes, sir.

4884. Q. And later you heard her blow three short blasts again ? — A. Yes, sir.

4885. Q. When you saw her you told us that she was moving through the water?
— A. Yes, sir.

4886. Q. Did that surprise you?— A. Yes.

4887. Q. If she had been reversing her engines, as her whistles told you, she ought
to have been stopped, ought she not? — A. Yes.

4888. Q. And when you saw her she was going ahead? — Yes.

4889. Q. At what you called yesterday a good speed? — A. A good speed, yes.

4890. Q. You cannot say what the speed was in knots, but it was a good speed? — ■
A. Yes.

4891. Q. Well now, would you do this for me — you remember when she came into
sight, you remember seeing her? — A. Yes.

4892. Q. I want you to do something for me. Here are two models, that big one
is the Empress, and that little one is the Storstad, do you see? — A. Yes.

4893. Q. Now you are on the Storstad, you see? — A. Yes.

4894. Q. Now I want you if you will to put these two things on a bit of paper and
put them in such a way as to show me where the Empress was when you saw her ? Do
you understand? — A. Yes, sir.

4895. Q. You do understand? — A. Yes, sir.

4896. Q. And do it as carefully as you can, please? — A. I will try.

SAXE.

270 MARINE AND FISHERIES

5 GEORGE V., A. 1915-

4897. Q. But before you do it, let me ask you this: how many ship's lengths —
your lengths — was the Empress from you when you saw her?

Witness. — The first time?

4898. Q. No, how many ship's lengths was she from you when she came out of the
fog? — A. Oh I can't tell you exactly, but I think it must have been between one and
two ship's lengths.

4899. Q. Yes, I think that is what you said yesterday. Now, remember that when
you are putting these models on the paper. Try and get them at the distance of a ship's
length.

Lord Mersey. — I think you had better take it at one and a half ship's lengths, that
is between one and two ? — A. Yes.

4900. Q. Have you room on that piece of paper ? — A. Oh, I think so.

4901. Q. Have you marked them on the paper with pencil ? — A. Yes, sir.
Sir Adolphe Routhier. — Please write the names on? — A. Yes, sir.

By Chief Justice McLeod:

4902. Q. Can you mark the course your ship was then making? — (No answer.)
Lord Mersey. — Do you understand ? — A. No, sir.

4903. Q. How was your ship heading at that time? — A. West by south, half south.
Lord Mersey. — Can you tell us, Mr. Haight, if you think the deviation makes any

difference, I mean the deviation from the magnetic?

Mr. Haight. — I don't think the deviation is serious enough to make any difference,
my Lord. Of course there is a deviation of half a point.

Lord Mersey. — There is, no- doubt. But I think that it is really of no importance.

Mr. Haight. — I don't believe it is, my Lord.

Lord Mersey. — No, that is a very small matter.

By Mr. Aspinall:

4904. Q. When you saw the Empress, was she swinging under any helm? — A. I
don't understand that.

4905. Q. When you saw the Empress coming out of the fog, did she come on
straight or was she swinging ? — A. I don't understand.

By Lord Mersey :

4906. Q. Do you know what is meant by the expression ' swinging ' ? — A. Yes.

4907. Q. Very well, when you saw the Empress coming out of the fog, was she
swinging ? — A. I only looked at her lights that time, and I can't tell you.

4908. Q. When you saw the lights, you mean the masthead lights? — A. The first
time I could only see the aft masthead light.

4909. Q. You could only see one? — A. Yes.

4910. Q. And you couldn't see whether she was swinging or not ? — A. No.

By Mr. Aspinall:

4911. Q. Now, you have told us that you were looking at your compass? — A. Yes,
sir.

4912. Q. Why were you so closely looking at your compass? — A. I was at the cord
coming down from the steam whistle, coming down to the compass. It is connected
with the compass.

4913. Q. You had the cord ready, I suppose, to pull this cord if you were told to
pul it?— A. Yes.

Lord Mersey— What cord is this ?

Mr. Aspinall. — My Lord, he means the cord which enables him to pull the whistle.

Lord Mersey. — Oh, I see.

SAXE.

EMPRESS OF IRELAND— STORSTAD COLLISION 271

SESSIONAL PAPER No. 21b
By Mr. Aspinall:

4914. Q. And you were there ready to pull the whistle? — A. Yes.

4915. Q. And I suppose you were pulling the whistle ? — A. Yes.

4916. Q. And all the time while you were ready to pull the whistle, and that i&
your business, you kept your eyes down on the compass ? — A. Yes . . . not all the
time.

4917. Q. Well, at all important times, you know, you seem to have been looking at
this compass, that is so, isn't it? — A. Yes.

4918. Q. That is your evidence? — A. Yes.

4919. Q. And I am wondering why you were looking at youi compass so closely?
—A. I have all the time orders from the captain to do so in fog, to watch the steering
very well.

4920. Q. Always to watch the steering in fog? — A. Yes, and not change the
course.

4921. Q. And not to change the course? — A. Yes.

4922. Q. But what changes the course is not your looking at the compass, but the
helmsman? — A. Yes, and then I can talk to the man at the wheel.

4923. Q. You can talk to him? — A. Yes, if he is changing her course.

4924. Q. Now were you really looking at this compass all the time? Are you sure
you were looking at your compass in this careful way? — A. Yes, sir.

4925. Q. Because you know you saw a great deal, didn't you ? — A. Oh yes.

4926. Q. And I should have thought if you were looking so much at your com-
pass you might not see these other things? — A. It would take me only a moment to
look at the compass.

4927. Q. You are looking at the compass and then at the lights? — A. That time
she was coming, yes.

4928. Q. Now I want to suggest this to you, you had heard the whistle of a
steamer, you see? — A. Yes.

4929. Q. On your port side?— A. Yes.

4930. Q. Now assume that I am the steamer . . . and I am on your port
side? — A. Yes, sir.

4931. Q. And each whistle that I sound sounded nearer to you? They were get-
ting closer and closer ? — A. Yes.

4932. Q. And am I wrong in this, that you were looking out to see if I, the
steamer, came in sight? — A. No, it was not my business at that time. The chief
mate was on the bridge.

4933. Q. I know, but if you are in a thick fog, and hear the whistle of a steamer
coming nearer and nearer on your port bow, isn't that the way in which you are look-
ing ? — A. Not all the time. I can look for the steamer at one moment and look in the
compass the next moment.

By Lord Mersey:

4934. Q. Yes, I think that we understand that, but you were looking at the com-
pass and when you were looking at the compass and looking for lights, you were

thinking only of this steamer which was on your port side? — A. Yes, sir.

By Mr. Aspinall:

,4935. Q. Now do you remember. .. .you do remember, because you have told us
that there was an order to port your helm. Do you remember the mate giving the order
to port the helm? — A. A little port, he said.

4936. Q. A little port, yes, that is right?— A. Yes, sir.

4937. Q. What was that for why was that order given, do you know? — A.

No, I don't know. No one told me. He only gave the order.

SAXE.

272 MARINE AND FISHERIES

5 GEORGE V., A. 1915

By Lord Mersey:

4938. Q. Don't you know why the order was given? — A. I thought I did know,
but he didn't tell me.

By Mr. Aspinall:

4939. Q. What did you think. .. .or did you think about it? — A. Oh, yes.

4940. Q. I expect you know, do you not, that you must not alter your course in a
fog, that is right, isn't it? — A. Yes.

4941. Q. When you heard the order to port, did you think about that? — A. Yes,
I thought about it.

4942. Q. What did you think about it?— A. (No answer).

4943. Q. You know it is wrong or dangerous to port your helm in a fog? — A. Oh,
yes.

4944. Q. And your superior officer, the chief mate, gave the order to port? — A.
Yes.

4945. Q. What did you think about it? Did you think it was a dangerous order?
— A. No, I didn't think it was.

By Lord Mersey:

4946. Q. It was a wrong order, wasn't it ?— A. No, I don't think it was wrong.

4947. Q. I thought you told Mr. Aspinall just now that in a fog you were not
to alter your helm? — A. Yes.

4948. Q. Well then, if you do alter your helm in a fog, it seems to me it is wrong.
Isn't it wrong?— A. I don't think so, not always.

4949. Q. You think it's not wrong? — A. Not always.

Lord Mersey.— You must press him on this point I think, Mr. Aspinall?
Mr. Aspinall.— Yes, my Lord.

4950. Q. Mr. Saxe, when the helmsman got the order to port the helm, you
thought the Empress was on your port bow ? You thought so ?— A. Yes, I knew she
was there.

4951. Q. You have been for many years at sea as a sailor and for some time as an
officer? — A. Yes.

4952. Q. If you hear a whistle in a fog, isn't it difficult to be certain whether it
is heard on the port bow or on the starboard bow? — A. It may be.

4953. Q. But isn't it much more than may be, isn't that your experience that in
a fog you can never be certain where the ship is ? — A. But we had seen this ship only
a few minutes before.

By Lord Mersey:

4954. Q. Will you answer the question please — is it not a fact that when there is
a fog and you hear a whistle, you can never be sure from what point the sound is com-
ing?— A. You cannot always be sure.

4955. Q. You cannot always be sure? — A. No, sir.

Mr. Aspinall. — That is all I want — you can't always be sure.

4956. Q. Now, the helm having been put a-port was very shortly afterwards put
nearly hard-a-port? — A. Yes, sir.

4957. Q. Did that surprise you?— A. No, I did it myself.

4958. Q. You did it yourself ?— A. Yes, sir.

4959. Q. Without orders — A. Yes, sir.

By Lord Mersey:

4960. Q. Why did you do such a thing without orders? — A. I saw on the compass
that the ship was going to go over to port side.

SAXE.

EMPRESS OF IRELAND— STORSTAD COLLISION 273

SESSIONAL PAPER No. 21b

Lord Mersey. — Have you been told before that the putting the wheel hard-a-port
was done by this witness, Mr. Aspinall?

Mr. Aspinall. — It has certainly come with a great deal of surprise to me, and I
certainly do not think we have heard it before. If I am wrong, Mr. Haight will cor-
rect me.

Mr. Haight. — I think this witness said yesterday that he had done it.

Mr. Aspinall. — Did he say that he had done it without orders?

Mr. Haight. — I am quite sure that either this witness or the first mate said that
this was the man that did it.

By Lord Mersey:

4961. Q. Did you put the helm hard-a-port? — A. Yes.

4962. Q. Without any orders from the mate? — A. Yes, I did.

Lord Mersey. — That to me is new, but it may have escaped my notice.

By Mr. Aspinall:

4963. Q. Do you think that was the cause of this collision, that you put this helm
hard-a-port without orders from the navigating officers? — A. No, sir.

By Lord Mersey:

4964. Q. You put the helm hard-a-port? — A. Yes, sir.

4965. Q. And you did it without any orders from anybody? — A. Yes.

4966. Q. Because you thought, I suppose, that it was right? — A. Yes.

4967. Q. Now, looking back, considering what you did, and that immediately
afterwards, or very shortly afterwards, you came into collision with the Empress, do
you think that the reason why you came into collision with the Empress was that you
had put that helm hard-a-port? — A. No.

By Mr. Aspinall:

4968. Q. Only one other question. Did you write up the log of the Storstad? Did
you write the entries in your log? — A. No.

By Mr. Haight:

4969. Q. You have stated, Mr. Saxe, that it is not always wrong, in your judgment,
to port your wheel in a fog?

Lord Mersey. — To alter the course, I understood him to say.

Mr. Haight. — No, to port the wheel.

Lord Mersey. — Well, surely it doesn't make any difference whether he ports or
starboards his wheel?

Mr. Haight. — No, my Lord, it would be just the same. I think what the witness
said was that he did not think it was always1 wrong to alter the helm.

Lord Mersey. — Well, proceed Mr. Haight.

By Mr. Haight:

4970. Q. Well, Mr. Saxe, you have stated that in your judgment it is not always
wrong to change your wheel in a fog ? — A. Yes.

4971. Q. Will you please say why in your opinion it was not wrong for the mate
to give the order to port in this case? — A. There was a strong current there.

4972. Q. Well, what did the current have to do with it? Why did that make a
difference? — A. The current can take the ship's bow over on the other side.

4973. Q. And porting the wheel would have what effect if the vessel had headway
enough to change her course? That is, if the current bothered you at all, it would
swing you to starboard and not to port? — A. Well

SAXE.

21b— 18-

274 MARINE AND FISHERIES

5 GEORGE V., A. 1915

Lord Mersey. — (Interrupting) Wait a moment did you understand what that

gentleman has just said this very moment? — A. Yes.
4974. Q. Well what did he say ? — A. He asked me-

4975. Q. No, he didn't ask you anything; he said something. Now tell me what
he said? — A. Well, I think he asked me

4976. Q. No, he didn't ask you anything — he said something. I am afraid
you don't understand me exactly, so I will put a few questions to you in German.

Lord Mersey. — The witness informs me in German that he believes he misunder-
stood you, Mr. Haight, and I must say that I do not think he understood you at all.

Mr. Haight. — Perhaps it is better my Lord that he did not understand me, for
it was not wise that I should have made the statement as I did. It is for the witness
to give the evidence. Would your Lordship prefer to have that struck from the
evidence or to be allowed to stand.

Lord Mersey. — I think it had better stand.

' By Mr. Haight:

4977. Q. Well, Mr. Saxe, you were asked by Mr. Aspinall and by his Lordship if
your putting the wheel hard over did not cause this collision. You said it did not.
How do you know it did not cause the collision ? — A. Well, we all the time were head-
ing the same. It didn't change the course.

4978. Q. Why did you put the wheel hard over when the mate had simply said:
port a little? — A. She wouldn't come, and a little after that it seemed to me as if she
would go over to the port side, and I took the wheel and put it hard-a-port.

4979. Q. You say she wouldn't come, and after that it seemed to you what? — A.
It seemed to me as if the bow would go over the other way, over to the port side.

4980. Q. As if the bow would go the other way? — A. Yes, to the side where the
other ship was^ and at that time I didn't ask the mate, but I only took the wheel
myself and turned it over hard-a-port.

4981. Q. After you had put your wheel to port a little, you thought the compass

indicated A. I didn't put it to port a little. It was the quartermaster that put it

to port a little.

4982. Q. Yes, after the quartermaster had put the wheel to port a little, you
thought from the compass that you saw she was beginning to swing? — A. Yes, the
other way.

By Lord Mersey:

4983. Q. I thought the indication of the compass was that she was always keeping
her course? — A. Yes.

4984. Q. And therefore you know there was nothing in the compass to lead you
to suppose, as far as I know, that she was altering her course? — A. Oh yes, just
before the ship was coming- I could see she started to move.

4985. Q. Did the course change? — A. No, it did not.

4986. Q. That is it, you know, the course did not change and I don't see what
you could observe in the compass if the course didn't change? — A. It seemed to me
as if she would go over to the other side.

4987. Q. But why did it seem to you as if she would go over to the other side if
the compass didn't change — A. Just before the ship is coming I could see as if she
started to move.

Mr. Haight.— That is all, my Lord.
By Mr. Newcombe:

4988. Q. Do you remember meeting the Hanover — or do you remember meeting
another ship coming up the river ? — A. At what time ?

4989. Q. On your watch — you came on at twelve o'clock, I understand ? — A. Yes.

SAXE.

EMPRESS OF IRELAND— STORSTAD COLLISION 275

SESSIONAL PAPER No. 21b

4990. Q. Before you saw the lights of the Empress did you see the lights of another
ship going down ? — A. No.

4991. Q. That was the only steamer you met that night? — A. Yes, that I saw.
I have not seen any other ships.

4992. Q. Now then, will you tell me how long it was, according to your estimate,
between the time when you last saw the lights of the Empress before the fog came on
and the time of the collision? — A. I can't tell you exactly.

4993. Q. I know you can't tell me exactly. Can you give me any idea? Was it
an hour or half an hour? — A. It may have been about ten minutes, I suppose.

4994. Q. You think the ships were out of sight of each other for only about ten
minutes? — A. About that.

4995. Q. You think that is a fair estimate of the time? — A. Oh, I think so, I
think it is about that.

4996. Q. You may be perfectly right. Now then, when the ships were obscured
from each other, what lights did you say the Empress was showing? — A. A red light.

4997. Q. And for how long before that time have you seen a red light? — A. That
I can't tell you, but I think it should be about a few minutes.

4998. Q. Five minutes? — A. No, not so much.

4999. Q. Two minutes? — A. It may be about that.

4500. Q. Before this two minutes, during which she was showing you her red
light, you had seen both the green light, and the red, and the green and the red both
together? — A. We saw first the green.

4501. Q. Yes? — A. And then the two masthead lights and the two side-lights,
and then only the red light.

4502. Q. And then only the red light?— A. Yes, sir.

4503. Q. So that I suppose you wouldn't be very sure as to what course she had
steadied on when the fog shut her out ? — A. Oh, yes.

4504. Q. You were sure? — A. Yes.

4505. Q. She had been showing you her red light long enough to lead you to sup-
pose she had a fixed determination to pass you on the port side? — A. Yes, sir.

4506. Q. Now then, you heard the whistles, you say, on the port side? — A. Yes, sir.

4507. Q. Who made up this log book of the Storstad?. — A. The chief officer.

4508. Q. That is Toftenes?— A. Yes.

4509. Q. This is written up in his hand? — A. I think so. I haven't had any-
thing to do with the log book.

4510. Q. You had nothing to do with it?— A. No.

4511. Q. You have never seen it? — A. Oh, I have seen it.

4512. Q. Well didn't you have some conversation with him as to how the log
was to be written up? — A. That time?

4513. Q. After the accident — A. No, sir, I had nothing to do with the log book
at all.

4514. Q. You had nothing to do with it? — A. No.

4515. Q. Do you remember the occasion of the writing up of the log? Do you know
when it was written up? — A. No, sir, I do not.

4516. Q. Did the captain or the chief officer speak to you about what was to be put
in the log? — A. No, I haven't anything to do with that.

4517. Q. You have nothing to do with it, and had no conversation about it? — A.
No, sir.

4518. Q. Did you have any conversation with them about the facts of the acci-
dent ? About how the accident happened ? — A. Oh, yes, we spoke about that.

4519. Q. You talked that over?— A. Oh, yes.

4520. Q. As to what lights were showing and what whistles were blown? — A. Oh
yes, the captain asked me what lights we had seen. He was not on deck at first.

SAXE.

21b— 18£

276 MARINE AND FISHERIES

5 GEORGE V., A. 1915

4521. Q. Did you talk to the chief mate about it? — A. Oh, we were talking about
her that time we saw her first — we saw her together.

4522. Q. I mean after the accident did you talk to the chief mate about it? — A.
Oh, yes, we talked about the collision.

4523. Q. Who was your quarter-master at the wheel? — A. His name you mean?

4524. Q. Yes? — A. It was Johannsen.

4525. Q. And what was the name of the lookout? — A. Fremmerlid.

4526. Q. There was another man standing up in the watch, what was his name?
— A. I only know his name is Kniit.

By Lord Mersey:

4527. Q. Can you tell me how that name is spelled? — A. I can't spell it in
English.

4528. Q. Can you spell it in any language? — A. K-N-U-T.

4529. Q. With an umlaut?— A. Yes.

Ludwig Fremmerlid, seaman, Storstad. sworn.

Mr. Haight. — This witness speaks some English, my Lord, and I think we can
manage to examine him in English with the occasional help of the interpreter.

Lord Mersey. — Try and manage it. I have much more faith in your English than
in my German.

Mr. Haight. — If you don't understand the questions, ask Mr. Jensen and he will
tell you what I say. However, I will use short words, and see if you can understand
me without bothering the interpreter, and answer me in English as far as you can? —
A. Yes.

4530. Q. How long have you been on the Storstad? — A. Eleven months.

4531. Q. You were a member of the crew at the time of the collision with the
Empress? — A. Yes.

4532. Q. How long have you been going to sea? — A. Four years.

4533. Q. What was your watch at the wheel on the night of the collision? — A.
From twelve o'clock to twenty minutes past one.

4534. Q. You were in the watch from twelve to four, the middle watch? — A. Yes.

4535. Q. Were there two other sailors with you in that watch? — A. Yes.

4536. Q. And part of the time you were on lookout and part of the time at the
wheel.

4537. Q. And part of the time off duty? — A. Yes.

4538. Q. When you first came on deck at twelve o'clock, what did you do? —
A. I went to the wheel.

4539. Q. And you were at the wheel how long ? — A. One hour and twenty minutes.

4540. Q. That is you held the wheel from twelve o'clock until twenty minutes
past one? — A. Yes, sir.

Lord Mersey. — That is Sydney time he is talking about, I suppose.

Mr. Haight. — Yes, my Lord, the ship's time was Sydney time.

4541. Q. And what did you do after you left the wheel? — A. I went on deck.

4542. Q. You were off duty?— A. Yes.

4543. Q. And you remained on deck how long ? — A. One hour and twenty minutes.

4544. Q. That is from one twenty until when ? — A. From twenty minutes past one
to twenty minutes to three.

4545. Q. That is 2.40?— A. Yes.

4546. Q. And at twenty minutes before three where did you go? — A. On the
lookout.

FREMMERLID.

EMPRESS OF IRELAND— STORSTAD COLLISION 277

SESSIONAL PAPER No. 21b

4547. Q. Where did you stand on the lookout? — A. On the forecastle head.

4548. Q. Now, after you got on the lookout could you see any lights on the
shore? — A. Yes.

4549. Q. White lights?— A. Yes.

4550. Q. Do you know on what point or points the white lights were? — A. I
think one and a half points on the port side.

4551. Q. But do you know the name of any of the lights you saw? Was it a
light house or a gas buoy or something like that? — A. I saw Father Point light,
and I saw the light buoy, and the light from the Empress.

4552. Q. Did you know Father Point light?— A. Yes.

4553. Q. Have you made several voyages up the St. Lawrence? — A. One trip.

4554. Q. This was your second trip? — A. Yes, the second trip.

4555. Q. Now, after you went on the lookout, did you see the lights of the Empress ?
—A. Yes.

4556. Q. What lights did you first see?— A. White lights.

4557. Q. Do you know what the white light was? — A. A masthead light.

4558. Q. What was the first coloured light that you saw on the Empress? — A.
The port lantern.

4559. Q. What colour was it?— A. Red.

4560. Q. When you first saw the masthead light, which bow was it on?. — A. The
port side.

4561. Q. And when you first saw the red light A. The port side.

Mr. Haight. — Let me finish the question, please?

Lord Mersey. — We have the answer before the question.

By Mr. Haight:

4562. Q. When you saw the red light, on which bow was that? — A. The port
bow.

4563. Q. How long did the red light show on your port bow? — (No answer.)

By Lord Mersey:

4564. Q. For how long did you see the red light on your port bow? — A. I don't
know, but I think five or six minutes.

By Mr. Haight:

4565. Q. And why didn't you see the port light longer? — A. Because the fog
came.

4566. Q. When the fog shut out the Empress, was the port light showing ? — A. Yes.

4567. Q. And on which bow? — A. Port bow. '

4568. Q. What was the next light you saw from the Empress? — A. Starboard light.

4569. Q. How close was the Empress to you then? — A. Two ship's lengths.

4570. Q. On which bow did the Empress' starboard light show ? — A. StorstaoYs port
bow.

4571. Q. Did you report the Empress when you saw her lights through the fog? —
A. Yes.

4572. Q. How did you report it?— A. Two bells.

4573. Q. That meant what? — A. Ship on port side.

4574. Q. Could you see any cabin lights or other lights on the Empress? — A.
Through the port holes.

4575. Q. Through the port holes of which boat ? — A. Empress.

Lord Mersey. — Does that mean that he saw light coming through the port holes?

Mr. Haight. — Coming out of the ship's port holes. (To witness:) When you

first saw the cabin lights and the starboard lights of the Empress, and as you after

FREMMBRLID.

278 MARINE AND FISHERIES

5 GEORGE V., A. 1915

watched them, could you tell in which direction the Empress was moving ? — A. Across
our bow.

4576. Q. And as near as you can tell, how fast was the Empress going? — A. I
don't know.

4577. Q. Was it

Lord Mersey. — You must take his answer; you are going to suggest it now.

Mr. Haight. — It seems to me there is a difference between fast, middle speed, slow
and almost dead in the water; perhaps he can characterize it in that way.

Lord Mersey. — So there is, but you know perfectly well that it is a difference that
exists in each man's mind and may be quite different from what is entertained by
another man. One man thinks it is going fast ; another man thinks it is going slow.

Mr. Haight. — I think, my Lord, it would throw some light on the matter, but if it
will not help the court it surely will not help me.

Lord Mersey. — I will put it to him myself. (To witness:) The Empress, when
you saw her, when you came out of the fog, was moving? — A. Yes, Empress moving.

4578. Q. She was moving, as I understand, forward? — A. Yes.

4579. Q. She was not reversing; she was not going back?5 — A. No.

4580. Q. Now, you do riot know how fast she was moving? — A. I do not know.

4581. Q. Was she moving quickly or was she moving slowly? — A. Nearer quick.
Lord Mersey. — Now you have it that in his opinion it was quick.

Mr. Haight. — Nearer quick; I think that means something, my Lord. (To
witness.) Where were you standing when the collision came? — A. On the after
deck; I was at the fore hatch.

Lord Mersey. — Where does he say he was?

Mr. Haight. — At the fore hatch, my Lord; he stepped back about 10 feet.

Lord Mersey. — On the deck?

Mr. Haight. — On the deck. (To witness). How long did you remain on the
forecastle head after you saw the Empress coming out of the fog? — A. The Empress
was three meters from the Storstad when I left the forecastle head.

Lord Mersey. — What does he say?

Mr. Haight. — Three meters; he figures about 10 feet away. (To witness) : After
the collision, what did you do? — A. Went forward again.

4582. Q. Did you subsequently man one of the boats? — A. First mate called me
to the boat.

4583. Q. Was that right after the collision ?— A. Yes.

4584. Q. Whose boat did you go in ; who was in command ? — A. Third mate.
Mr. Haight. — You talk to me in English, Mr. Feremmerlid.

Lord Merseyj — You understand it very well and you speak English very well.
The Witness. — 1 speak English no good.

By Mr. Haight:

4585. Q. How many trips did you make back and forwards from the Storstad to
pick up the people from the Empress? — A. Two trips.

4586. Q. You went in the third mate's boat first? — A. Yes.

4587. Q. What boat did you go in on the second trip? — A. The English lifeboat
from the Empress.

4588. Q. Who ordered you into the Empress boat? — A. Captain.

4589. Q. Did you after the collision find the number of a stateroom on your
deck?— A. Yes.

4590. Q. Whereabouts did you find that -number ? — A. Near the bow.

FREMMERLID.

EMPRESS OF IRELAND— STORSTAD COLLISION 279

SESSIONAL PAPER No. 21b

4591. Q. On the starboard side or on the port side? — A. Right forward.

4592. Q. Let us have it starboard or port? — A. Right in the middle.

4593. Q. Right amidships ?— A. Yes.

4594. Q. Is that the number, which I show you? (Number shown to witness).
—A. 328, yes.

Mr. Haight. — We got that, my Lord, this morning.

Lord Mersey. — Do you want us to assume that this number dropped from the
Empress and fell immediately upon the deck of the Storstad?

Mr. Haight. — 328 is an inside room on the upper deck, starboard. We have not
that many passenger staterooms on our ship, my Lord. It certainly came from the
Empress.

Lord Mersey. — I have no doubt that it came from the Empress. I should think
the Canadian Pacific Railway Company ought to know.

Mr. Haight. — Any of these gentlemen should recognize it if it is their number.
Lord Mersey. — The point is, where did he pick it up ? He picked it up amidships
on the Storstadt

Mr. Haight. — No, my Lord, on the bow, neither 'the starboard bow nor the port
bow; right over the keel.

Lord Mersey. — That means amidships, on the stem, midway between port and star-
board.

Mr. Haight. — Precisely.

By Mr. Haight:
4£S5. Q. How soon was it after the collision that you found this on your deck? —
A. Two hours.

4596. Q. Was it daylight then?— A. Yes.

4597. Q. It was after you had picked up all the people from the water — A. Yes.
(Cabin number filed as Storstad' s exhibit No. 12.)

By Mr. Aspinall:

4598. Q. How far abaft the stem did you find this cabin number? Don't you
understand me? — A. No.

4599. Q. Why do you suddenly get frightened of me? How far abaft the stem;
do you understand that? — A. No.

4600. Q. Oh, come. At the back of the stem?— A. Four feet.
Lord Mersey. — What does he say?

Mr. Aspinall. — Four feet abaft of the stem of the Storstad he found the cabin
number.

By Mr. Aspinall:

4601. Q. You remember reporting the masthead light of the Empress? — A. Yes.

4602. Q. You understand me, do you not? — A. No.

4603. Q. Now, now, sir.

Lord Mersey. — He understands you when you ask him if he understands. (To
witness): How old are you? — A. Twenty.

4604. Q. When did you leave school? — A. Four years.

4605. Q. Four years ago? — A. Yes.

4606. Q. Then did you go to sea?— A. Yes.

4607. Q. Where did you go to sea? — A. Bergen, Norway.

4608. Q. Did you learn English at school?— A. A little bit.

4609. Q. And then a little bit more on board ship?— A. Yes.

FREMMERLID.

280 MARINE AND FISHERIES

5 GEORGE V., A. 1915
By Mr. Aspinall:

4610. Q. You said you remember seeing the masthead lights of the Empress? — -
A. Yes.

4611. Q. And you reported them? — A. Yes.

4612. Q. And having reported them, did you trouble much more about them? —
A. Yes.

4613. Q. Weren't you looking out for other lights? You had done with these
lights?— A. Yes.

4614. Q. You had finished with them; you told the bridge, didn't you? — A. Yes.

4615. Q. Now, are you sure you saw the red light of the Empress on your port
bow, as you tell us? — A. Yes.

4616. Q. Did you hear the vessels whistling to one another? — A. Yes.

4617. Q. Did you know what whistles they were blowing? — A. First time, one
long; next time I am not sure whether it was two or three, short; third time, three
long blasts; no more.

4618. Q. That is what you remember? — A. Yes.

4619. Q. You were probably not paying attention to the whistles, were you? — A.
Yes.

4620. Q. What did your ship blow ? — A. I was so occupied by the Empress' whistle
that I didn't notice.

4621. Q. You were noticing the Empress' whistles, were you? — A. Yes.

4622. Q. Did you hear the Empress at any time blow two blasts? — A. I am not
sure.

4623. Q. In a fog, if you hear your whistle blow two long blasts, do you know what
that means? — A. Lay still.

4624. Q. Did the Empress blow two long blasts to tell you that she was lying still?
—A. I don't know.

4625. Q. But you were paying attention to her, you know. — A. I am not sure
whether there was two or three.

4626. Q. You are not sure whether it was two or three long blasts? — A. They
were not long, they were short.

4627. Q. Now, you told us that when you saw the Empress she was moving? — A.
Yes.

4628. Q. Isn't this right; that as soon as you saw the Empress you ran away?
Didn't you run away the moment you saw this great vessel? — A. No.

4629. Q. You have told us that the Empress was moving at the time you saw her.
What was your ship doing at the time of the collision ; was she going fast or slow, or
was she stopped? — A. The Storstad made a very little headway first, and -then the
engine was reversed and it was stopped.

Lord Mersey. — I shall have to get some one to interpret the interpreter.

Mr. Aspinall. — He says that the Storstad was going slow speed at first; then the
engines were reversed and then the engines were stopped. Perhaps the shorthand
writer will read it for ius.

(The reporter hereupon read the answer to Question No. 4629).

By Mr. Aspinall:

4630. Q. Now, did you, the lookout man, 'know what was being done with the
engines ? — A. I could feel it very shaky.

By Chief Justice McLeod:

4631. Q. State that again.— A. I could notice that by the vibration.

FREMMERLID.

EMPRESS OF IRELAND— STORSTAD COLLISION 281

SESSIONAL PAPER No. 21b

By Lord Mersey:

4632. Q. Is it by your recollection of vibrations of your ship that you are able
to tell us what the engines were doing? — A. It is by the vibrations.

4633. Q. It is by your recollection of the vibrations that you are now able to say
what the ship was doing? — A. Yes.

By Mr. Haight:

4634. Q. As you heard the whistles blown by the Empress while she was in the
fog, from which side did the sound appear to come; which side of your boat? — A.
Port side.

By Lord Mersey:

4635. Q. Can you tell me, Fremmerlid, whether you looked at the side of the
Empress to see what damage the Storstad's bow had done? Did you look at the star-
board side of the Empress? — A. Yes.

4636. Q. Can you tell us what damage your stem had done to her side? — A. No,
sir.

By Mr. Newcombe:

4637. Q. Before the fog shut down, you saw the coloured light of the Empress? —
A. Yes.

4638. Q. You say you saw the red light of the Empress? — A. Yes.

4639. Q. Now tell me, according to the best of your knowledge, how long it was
between that time and the time of the collision ? — A. I don't know, I think 15 minutes.

4640. Q. About IS minutes, you think? — A. I think so.

4641. Q. What bearing on your port bow had the red light of the Empress when
the fog shut it out? — A. One and a half points, I think.

4642. Q. You talked over with the officers of your ship the testimony you were
going to give here? — A. No.

4643. Q. Never spoke to them about it? — A. No.

4644. Q. Did you make this statement to any person? Did you give a statement
of your testimony to any person before you came here? — A. No.

4645. Q. Do you mean to tell me you have not talked over the circumstances of the
collision from that day to this, with any person? — A. Yes.

4646. Q. You have?— A. Yes.

4647. Q. With Captain Andersen?— A. No.

4648. Q. With Chief Officer Toftenes?— A. No.

4649. Q. With the third mate?— A. No.

4650. Q. With nobody on the ship ? — A. Yes, with the other sailors.

4651. Q. Any one else? — A. No.

4652. Q. Then you have given no statement of your testimony except as you have
talked it over with your fellow sailors.

Lord Mersey. — Mr. Newcombe, please make it clear. You know, at present it seems
as if he had never given his statement to anybody, and that I can scarcely credit.

By Mr. Newcombe :

4653. Q. Now, witness, did any one of these gentlemen send for you? Did you go
to anybody's office or room and answer questions as to what your recollection was of the
facts of the case ? — A. . No.

4654. Q. I want you to have an opportunity to state everything that you wish to
state about it; I want you to put yourself right upon this. You have said you talked
about it with your fellow sailors and with nobody else ; do you seriously mean that you
never did give any statement to anybody except to your fellow sailors? — A. Not but
the few Norwegians I met on shore.

4655. Q. Sailors?— A. Mates.

4656. Q. On the street or in the boarding house? — A. On the street.

FREMMERLID.

282 MARINE AND FISHERIES

5 GEORGE V., A. 1915

By Lord Mersey :

4657. Q. Have you talked it over with any of the sailors from the Aldenf — A. No.

4658. Q. Now, listen to me. Have you told the story which you told to-day; have
you told it here for the first time in your life? — A. No.

4659. Q. When did you tell it to any one before? — A. To my friends on board.

4660. Q. Can you give us all their names ? — A. To all of them.

4661. Q. Well, give us all their names. — A. That is too many ; I don't remember.

4662. Q. Does he remember any one of their names? — A. Postmon Hanser Hansen.

4663. Q. Is he here to-day?— A. No.

4664. Q. Was he on the Storstad?— A. Yes.

4665. Q. Now, any other man? — A. Ludwig Larsen,

4666. Q. Is he here to-day ?— A. Yes.

4667. Q. Now, any other man? — A. Can't remember all names.

4668. Q. Has he told us all the names that he can remember? — A. I don't remem-
ber the last name.

4669. Q. Now, I want to ask him this: Has he never spoken to his own captain
about the circumstances of the collision ? — A. All I have said I only told the captain
the way it happened, all that I saw.

4670. Q. I want to know what he told the captain; all that he told the captain?
— A. Told him all that I said here to-day.

4671. Q. Bid you tell any one else besides the captain? Did you tell the first
mate? — A. The mate was listening.

4672. Q. Did you tell anybody else? — A. Nobody but my friends on board.

4673. Q. But you told the captain and you told the first mate; is that right? —
A. Yes.

4674. Q. When did you tell them? — A. I don't know what time.

4675. Q. Was it the day of the collision or was it many days afterwards? — A.
The other day.

4676. Q. The other day? — A. The second day after the collision.

4677. Q. Where were you when you told him? — A. On deck.

4678. ,Q. You were on the deck of your ship, the Storstad? — A. Yes.

4679. Q. In Montreal?— A. No.

4680. Q. Where?— A. Going up.

4681. Q. Steering up to Montreal ? — A. Yes.

4682. Q. Did the Captain write down what you said? — A. No.

4683. Q. Have you told this story to any one who wrote it down while you were
telling it?— A. No.

4684. Mr. Haight. — Then your Lordship might ask the direct question as to
whether he has discussed it with Counsel. He has and his answers and statements
were taken.

Lord Mersey. — I would take your statement of it. Probably your practice here
would not be the same as that to which I am .accustomed?

Mr. Haight. — Our practice is quite different from yours.

Lord Mersey. — I dare say it is. According to our practice a man would make
his statement to a solicitor, or some person of that kind, who would take down what he
had said.

Mr. Haight. — According to the New York practice among the Admiralty Bar, and
according to the invariable practice in my office, we get on board a steamer after a
serious collision with the least possible elapse of time. We see the physical damage
and we take notes from every man on the ship before he has a chance to leave the ship.
In this instance, when we got word in New York that the Storstad had had this fear-
ful collision, in the course of a few hours, Mr. Griffin started for Montreal. There
were a good many things to be done; among them, the captain of the Storstad, for a

FREMMERLID.

EMPRESS OF IRELAND— STORSTAD COLLISION 283

SESSIONAL PAPER No. 21b

day or two, almost needed .physical protection. But at the earliest possible moment
my partner had called before him in the cabin of the boat every member of the crew,
heard their statements, made rough notes which he still has and subsequently dictated
statements as to what these notes contained. This man at that time gave his statement
and was ordered to Quebec the night before last. He arrived yesterday morning and
he told his story to me last night after dinner.

Lord Mersey. — I should think that would be the course to take.

Mr. Haight. — It has been my experience that when you ask a man whether he has
made a statement he almost invariably associates that question with talking to some
outsider and I have invariably been classed as one of the outsiders.

By Lord Mersey:

4685. Q. Do you see that gentleman? (pointing to Mr. Griffin). — A. Yes, sir.

4686. Q. Did you make a statement to him? — A. Yes.

4687. Q. I quite misunderstood you. I thought you said you had made no state-
ment to anybody first of all except to your comrades on the ship and then to the captain
and mate and now it seems you made a statement to that gentleman as well? — A. I
believed you knew I had made a statement to that gentleman.

Mr. Haight. — The captain tells me that this man was particularly warned not to
talk to reporters. The ship was swarming with them.

Lord Mersey. — It is very necessary.

Mr. Haight. — I think it is a very good rule to withhold your remarks untri the
proper time.

Witness retired.

Peter Johannsen, quartermaster, Storstard, sworn.
{Evidence given through interpreter, Mr. Jensen.)

By Mr. Haight:

4688. Q. How long have you been going to sea? — A. Four years.

4689. Q. How long have you been on the Storstadf — A. Thirteen months.

4690. Q. Where did you join it?— A. Shields.

4691. Q. Have you been acting as quartermaster all that time? — A. No.

4692. Q. How long have you been taking your trick at the wheel? — A. We have
three men on the watch and we are one hour and twenty minutes at the wheel.

4693. Q. You have been thirteen months on the Storstad; have you been taking
your turn at the wheel part or all of that time? — A. Yes.

4694. Q. Yes, what? — A. I took my turn all the time since I came on board.

4695. Q. Were you at the wheel at the time of the collision with the Empress?—
A. Yes.

4696. Q. When did you take the wheel? — A. Twenty minutes to three.

4697. Q. Did you receive your course from the man whom you relieved? — A. Yes.

4698. Q. What is the course which he gave you? — A. West by south half south.

4699. Q. When you looked into the compass was the steamer holding on that
course? — A. Yes.

4700. Q. Did you, before the collision, receive an order to change your wheel? — -
A. Yes, sir.

4701. Q. What order was that ?— A. Port.

4702. Q. Who gave you the order? — A. The chief officer.

JOHANNSEN.

284 MARINE AND FISHERIES

5 GEORGE V., A.-1915

4703. Q. When you received the order to port how was the Storstad then holding
by your compass? — A. West by south half south.

4704. Q. Did you put your wheel over to port? — A. Yes.

4705. Q. How much?— A. Half over.

4706. Q. Did you put it over more later? — A. Hard over later.

4707. Q. Why did you put it hard over? — A. The third mate came and put the
wheel hard over.

4708. Q. Before the third mate took the wheel had your heading changed any by
compass? — A. No.

4709. Q. When the third mate put the wheel hard over had your ship changed? —
A. No.

4710. Did you see the Empress before the collision? — A. A little before the col-
lision.

4711. Q. On which bow was she? — A. The port bow

4712. Q. Could you tell whether or not the Empress was moving? — A. No.

4713. Q. After the collision what became of the Empress? — A. I do not know, I ran
aft and called the men.

4714. Q. What was the last you saw of the Empress before you left the bridge? — -
A. Bight ahead.

4715. Q. The boats were then in contact ? — A. Yes.

Cross-examined by Mr. Aspinall:
4716.. Q. Mr. Johannsen, at the time of the collision was the Storstad travelling
fast or slow ? — A. I do not know.

4717. Q. A man at the wheel ought to know, if he is using his wheel, whether the
ship is travelling fast or slow, ought he not ? — A. I do not know.

4718. Q. He would know whether the ship had steerage way or not? — A. She had
steering.

By Lord Mersey :

4719. Q. Be quite clear about it. Had the Storsfad steering way at the time he was
at the wheel ? — A. Yes.

By Mr. Aspinall:

4720. Q. Is the Storstad a good steering vessel ? — A. Yes.

4721. Q. Is the wheel easily put to port or starboard ? — A. Yes.

4722. Q. You put it to port?— A. Yes.

4723. Q. The mate, Saxe, put it to hard-a-port? — A. Yes.

4724. Q. I suppose you could easily have put it to hard-a-port, could you?—
A. Yes, sir.

4725. Q. When the mate took the wheel and put it hard-a-port, did he seem to be
excited? — A. No.

4726. Q. Could you tell me why he did that which you could so easily do? — A. I
do not know.

4727. Q. The moment the collision happened — I understand

Lord Mersey. — I want you to put a question. You may not want to put it but I
want you to put it.

Mr. Aspinall. — I can understand that we may be looking at it sometimes from
different points of view.

By Lord Mersey :

4728. Q. Is the wheel easily moved ? — A. Yes.

4729. Q. And the Storstad answered quickly to her wheel — A. Yes, sir.

4730. Q. He put the wheel to port ?— A. Yes.

JOHANNSEN.

EMPRESS OF IRELAND— STORSTAD COLLISION 285

SESSIONAL PAPER No. 21b

4731. Q. Did she answer ?— A. No.

4732. Q. The mate hurried up and put the wheel hard-a-port? — A. Yes.

4733. Q. Did she answer?— A. No.

4734. Q. Why?— A. Too little headway.

4735. Q. I thought he told us just now that she had steerage headway. — A. When
the ship has speed ahead she has steering.

4736. Q. I understood him to say just now that his ship had steerage way on at
this time? — A. She had steering way but did not answer right away.

4737. Q. If she had steerage way, and she answered quickly to her helm, why did
she not answer on this occasion? — A. There was one minute after putting the helm
hard-a-port that the collision happened.

4738. Did you ever hear anything about the current? — A. No.
Lord Mersey. — I did not want to let that pass.

Mr. Aspinall. — I quite understand the difference in our positions.
Lord Mersey. — I want to know as accurately as I can what it is that they intend
me to believe.

By Mr. Aspinall:

4739. Q. As soon as the collision happened is it right that you ran away and
called the crew? — A. Yes, sir.

By Mr. Haight:

4740. Q. Quartermaster, when you last saw the compass before you left the
-bridge, how was the Storstad then heading? — A. Course.

4741. Q. What course? — A. West by south, half south.

4742. Q. Was that before the vessels came together or after they came together?
— A. Just as they collided she was heading west by south half south.

By Mr. Newcombe:

4743. Q. How long before the collision was it that your wheel was first ported?
— .A A minute and a half.

4744. Q. And one minute to hard-a-port? — A. Yes.

Witness retired.

Jacob Singdahlsen, third engineer, Storstad, sworn.
(Through interpreter.)

By Mr. Haight:

4745. Q. How long have you been on the Storstad? — A. Twelve and a half
months.

4746. Q. You are the third engineer? — A. Yes, sir.

4747. Q. Were you on watch at the time of the collision? — A. Yes, sir.

4748. Q. What was your regular watch? — A. Twelve to four.

4749. Q. At twelve o'clock you went on watch; how were your engines running?
■ — A. Running all right.

4750. Q. Were they running ahead? — A. Yes.

4751. Q. What speed?— A. Full speed.

4752. Q. About how many revolutions were you making? — A. About 64.

4753. Qi. Were they counted or are you just estimating? Do you count the
revolutions while on watch? — A. Yes.

4754. Q. What revolutions do you make when you are making your best speed?

— A. About 67, with a loaded ship.

SINGDAHLSEN.

286 MARINE AND FISHERIES

5 GEORGE V., A. 1915

4755. Q. After you went on watch your engines were at speed for some time — <
several hours — were they not? — A. Till three o'clock.

4756. Q. When was it, after you went on watch at 12 that, you received the first
order on the telegraph? — A. Three o'clock.

4757. Q. What was the order? — A. Slow.

4758. Q. Did you obey that order? — A. Yes, sir.

4759. Q. Who answered the order on the telegraph? — A. The greaser.

4760. Q. Did you log that bell?— A. Yes, I logged that bell.

4761. Q. Where is your slate or scrap log kept in the engine room — how far
from the throttle? — A. Just on the other side.

4762. Q. How many feet away — would it take three or four steps to get there?
— A. Six or seven.

4763. Q. After you had obeyed the slow order and logged it what was the next
order you jgot? — A. Stop.

4764. Q. When did you get the stop order? — A. Two minutes after three.

4765. Q. That is at 3,02?— A. Yes.

4766. Q. Who answered that order on the telegraph? — A. I did.

4767. Q. The oiler was not there that moment? — A. No.

4768. Q. How near is your telegraph to your throttle? — A. I could just turn
around.

4769. Q. Did you stop your engines? — A. Yes.

4770. Q. Did you log that bell?— A. Yes, I logged that bell.

4771. Q. About how long after you got the order to stop was it before you received
your next order on the telegraph? — A. I think some minutes.

4772. Q. What was the next order that you received, do you remember? — A. I
think it was slow.

4773. Q. Slow which way? — A. Slow ahead.

4774. Q. Did you answer the order on the telegraph or was the greaser there
then? — A. No, the greaser was there then.

4775. Q. Did you execute the order, whatever it was? — A. Yes.

4776. Q, Did you log that order?— A. No.

4777. Q. You had logged the first two orders; how did it happen that yon did not
log that third order? — A. I got some more orders just after.

4778. Q. Did you at the time log any of the bells that you received, except eJow
at 3 and stop at 3.02?— A. No, I logged them after.

4779. Q. Now, did you after the collision write up your scrap log? When was it
that you wrote it up; how long after the collision? — A. It was about after 4.

4780. Q. Had you gone off watch then ? — A. No, I had it when the second engineer
came down.

By Lord Mersey:

4781. Q. Did you write the log?— A. Yes.

4782. Q. What was the second engineer doing? — A. Taking ovej the watch.

4783. Q. And you then wrote up the log? — A. Yes.

Lord Mersey (To Mr. Haight).— You are talking now about the engineer's log?

Mr. Haight.— The engineer's scrap log, my Lord.

Lord Mersey. — I only want to prevent confusion ; this is not the log we have been
hitherto talking about; it is the engineer's scrap.

Mr. Haight.— Precisely. (To witness).— The log that you wrote us after the
second engineer relieved you was the engine room scrap log? — A. Yes.

4784. Q. Please look at the paper which I show you. Is that the sheet on which
you made your scrap entries? (Scrap log handed to witness).— A. Yes.

SINGDAHLSEN.

EMPRESS OF IRELAND— STORSTAD COLLISION 287

SESSIONAL PAPER No. 21b

4785. Q. Is the upper part or the lower part in your handwriting? — A. It is the
upper part.

4786. Q. When you wrote down the bells after 3.02, how long was that after the
collision? — A. It was when the second engineer came down.

4787. Q. But had the collision happened then; did you feel the jar of the colli-
sion?— A. Yes, sir.

4788. Q. Was that while you were still on duty? — A. Yes, sir.

4789. Q. How many 'bells do you think you received after the collision before the
second engineer relieved you, roughly speaking? Of course, you cannot tell exactly,
but were there many or few, two or three or what? — A. There were many.

4790. Q. When you wrote down the entries in this scrap after you were relieved,
you did as well as you could to get the time and the bells? — A. Yes, sir.

Mr. Aspinall. — My Lord, I have here a translation of the log and I think it would
be useful if your Lordships had it before you.

Lord Mersey. — Does Mr. Haight agree with this translation?

Mr. Haight. — If it is like the other one, I would much rather submit both and
let your Lordships compare them.

Lord Mersey. — Why submit both? I cannot read the Norwegian log.

Mr. Aspinall. — We can compare them; their deck log was rather imperfectly
translated.

Lord Mersey. — Who is responsible for the translation ?

Mr. Haight.— I do not think anybody is responsible for it, my Lord ; Mr. New-
combe had it made.

Lord Mersey. — Then, Mr. Newcombe, you are responsible.

Mr. Newcombe. — I do not want to take any more responsibility than I ought to
shoulder. This log was turned over to the Department of the Interior, who make all
out translations for us at Ottawa, and they produced a translation. I (understand that
my learned friend had it translated and that my learned friends for the Canadian
Pacific Kailway Company also had it translated, and no two of these translations
agree. I believe, however, that a combined translation has been produced which may
be accepted.

Lord Mersey. — A kind of blend?

Mr. Newcombe. — Yes.

Mr. Aspinall. — My Lord, they do agree.

Lord Mersey. — Very well, but if they do agree, I would rather have only one.
Can you not agree upon the one?

Mr. Aspinall. — Up to 3.20, to which Mr. Haight or Mr. Newcombe, I do not know
which, has taken the log, we are agreeing. Theirs stops at 3.20 and mine goes a little
further.

Lord Mersey. — It doesn't in the least matter what the entries were after 3.20.

Mr. Haight. — Not to me, my Lord.

Mr. Aspinall. — I am not sure that it may not.

Lord Mersey. — The translation of the engineer's scrap log; whose is that?

Mr. Haight. — In blue?

Lord Mersey. — In blue, yes.

Mr. Haight. — That is ours, my Lord. I should explain that we tried to make a
copy of our engine log, but we turned it over to the government. As I did not com-
pare them myself, I am not sure that it is accurate, but it is easy to compare them now.

Lord Mersey. — This in black is the government's translation is it?

SINGDAHDSEN.

288 MARINE AND FISHERIES

5 GEORGE V., A. 1915

Mr. Haight. — Mr. Aspinall is responsible for that.

Lord Mersey. — Whose translation is this?

Mr. Aspinall. — This gentleman made that (pointing to Mr. Lincoln).

Lord Mersey. — (To Mr. Lincoln): Is this your translation?

Mr. Lincoln. — Yes, your Lordship.

Lord Mersey. — What is it a translation of ?

Mr. Lincoln. — It is a translation of the official engine-room log book.

Lord Mersey. — Then it is a translation of the same log?

Mr. Haight. — No, my Lord, he has translated the official log and we have been
talking about the scrap. We have translated both the official log and the scrap.

Chief Justice McLeod. — You had better keep the scrap logs for the time being.
All you have examined the witness upon is the scrap log ?

Mr. Haight. — The scrap log ; he made entries there but he did not make any others.

Lord Mersey. — Who wrote the log itself?

Mr. Haight. — The chief engineer, my Lord.

Lord Mersey. — Not this man?

Mr. Haight. — No, my Lord.

Lord Mersey. — Then the chief engineer, who did not make the scrap log, sub-
sequently wrote the engineer's log?

Mr. Haight. — Yes, my Lord, the chief always makes the official log entries, using
the scrap entries made by his assistant.

Lord Mersey. — Before these scraps were put into this log, were they on slates?

Mr. Haight. — No, my Lord; that which you have before you is the sheet of original
entry.

Lord Mersey. — That hangs up in the engine room?

Mr. Haight. — It is a pad which lies on a desk in the engine-room.

Lord Mersey. — Are they pasted together to make the scrap log?

Mr. Haight. — No, my Lord, in this particular ship, instead of using a slate and
rubbing out the entries after each watch and losing them entirely, they had a "Little
Nell " writing tablet upon which they wrote, afterwards fastening the sheets together.

Lord Mersey. — I only want to know how many logs there are. First of all,
there are the scraps of paper upon which the man in the engine room records the move-
ments.

Mr. Haight. — Yes, my Lord.

Lord Mersey. — Then is the scrap log made up only of these pieces of paper ?

Mr. Haight. — These are the scrap entries from which the official entries are made.

Lord Mersey. — Then there are only two, the scrap log made up of those bits of
paper, and the regular engineer's log?

Mr. Haight. — The official log.

Lord Mersey. — This document, which I have called the Storstad's translation of
scrap engineer's log, purports to be a translation of the slips of paper?

Mr. Haight.— Yes, My Lord.
By Mr. Aspinall:

4791. Q. You have told us that the vessel made 64 revolutions at full speed?— A.
Yes sir
" 4792. Q. What does she make at half, what number of revolutions ?— A. 45.

4793. Q. What at slow.-A. 34. singdahlsen.

EMPRESS OF IRELAXD—STORSTAD COLLISION 289

SESSIONAL PAPER No. 21b

4794. Q. And I suppose you can go dead slow, can you not — slower still? — A.
Yes, we used to go between 35 or 40, and that is slow.

4795. Q. Did you feel the shock of the collision 2. — A. Yes, sir.

4796. Q. There are in your scrap log various times; what was the time of the col-
lision ? — A. It was about a minute .after the going full speed aft.

4797. Q. I will read to you what is in the scrap log; "Slow speed at 3; stop at
3.02; full speed astern at 3.05." Do you hear me? — A. Yes, sir.

4798. Q. And the collision came immediately after the full speed astern. That
is right, is it not? — A. Yes, I didn't look at my watch when he came.

4799. Q. You didn't look at your watch, but you know when your engines went
full speed astern and the collision was immediately after. That is right, is it ? — A. Yes.

4800. Q. That is what we were told by your officers, you know. Therefore, the col-
lision was between 3.05 and 3.06 ? — A. I cannot say.

4801. Q. It was immediately after going full speed astern at 3.05. Did you go
full speed astern for about five minutes? — A. I can't remember how long it was.

4802. Q. That same morning when the things were fresh in your mind, you wrote
up your scrap log; that is right is it not? — A. Yes.

4803. Q. Now let me read to you what I find in the scrap log after 3.05. Full
speed astern, 3.05; collision immediately after. After the 3.05 the next order is stop
at 3.10, 5 minutes later. If this is right it means that you were reversing for five
minutes. — A. I got some orders there; I didn't look at my watch.

Lord Mersey. — Give him his scrap log and let him look at it.

(Scrap log handed to witness).

The Witness. — I wrote that down to the best of my memory.

By Lord Mersey:

4804. Q. Is that your writing? — A. Yes.

By Mr. Aspinall:

4805. Q. When you wrote up that scrap log, these things were fresh in your
memory? — A. I wrote that down to the best of my knowledge, the best I could
remember.

4806. Q. And do you think now that this is an accurate scrap log? — A. I don't
think it is correct because I didn't look at the watch.

4807. Q. But why don't you think it is correct; what is the good of it?

By Lord Mersey:

4808. Q. Do you want us to believe your scrap log or do you want us not to
believe your scrap log, which? — A. It was the best I could remember.

4809. Q. Do you think I shall be right if I believe it ? I want to get at the truth
of the thing. Do you think I shall be safe if I rely upon what you wrote down at
4 o'clock in the morning after the collision? — A. There was some orders that came
in between that I didn't write down.

4810. Q. That is not what I am asking. I want to know whether you think I am
safe in reading this scrap log and in assuming that it is right? — A. I got more orders
and it is not sure.

4811. Q. Am I right in assuming that what you put down in your log is correct?
— A. I wrote down to the best of my knowledge what I could remember.

4812. Q. That means that he thinks that what is here, as far as it goes, is right.
A. (The interpreter). Yes, sir.

4813. Q. No; but ask him. You speak English very well, and I think that you
can understand what I am saying to you. Now listen; brighten up. Do you under-
stand what I am saying now? — A. Yes, my Lord.

SINGDAHLSEN.

216—19

290 MARINE AND FISHERIES

5 GEORGE V., A. 1915

4814. Q. At 4 o'clock after this accident — listen; look at me — at 4 o'clock after
this accident you sat down and wrote the movements of your engines to the best of
your recollection, did you? — A. Yes.

4815. Q. That is the paper that you wrote (indicating scrap log) ? — A. Yes.

4816. Q. May I take it that as far as you know that is a correct statement of
what happened? — A. The best that I remembered then.

4817. Q. The best that you remembered then; is that what you said? — A. Yes.

4818. Q. Would you remember better later a long time than you would imme-
diately afterwards? — A.

Lord Mersey. — What is this man's name?
Mr. Aspinall. — His name is Singdahlsen.

By Lord Mersey:

4819. Q. Is that your name? — A. Yes, sir.

4820. Q. Is there anything in your scrap log that you are frightened of? —
A.

4821. Q. You are giving me an unfortunate impression at the present time. I
am beginning to think that there is something you wrote down at that time that you
do not like, but may be wrong. Do you understand what I mean? — A. I do not
think I put them down.

4822. Q. Are you frightened of the fact that you did not put down what you
wanted put down? — A. I do not think I put them down.

Mr. Haight. — What he means is that as far as he did put them down they are
accurate, but there are other facts which he did not put down and which ought to
have been put down. That is what he wants to say — whether it is true is another
matter.

By Mr. Aspinall:

4823. Q. Later on did you give these notes, this scrap log, to the chief engineer
to write up his log? — A. Yes.

4824. Q. When did you give them to the chief engineer ? — A. The chief engineer
took the scrap log from the engine room.

4825. Q. Did you tell the chief engineer ; I am not quite certain that I put every-
thing into my scrap log? — A. I told the chief that.

4826. Are you sure ? — A. The chief asked me if this was what happened.

4827. Q. What was your answer? — A. The best I could remember, I told him.

4828. Q. You told us to-day that before the collision you logged the three o'clock
order and the 3.02 o'clock order; is that right? — A. Yes, sir.

4829. Q. But you said you remembered, although you have not logged it, that you
had an order slow ahead before you went full speed astern. The orders: between
3.02 and 3.05 were all to go slow ahead; is that right? — A. Yes.

4830. Q. Can you tell me for how long you went slow ahead? — A. I cannot say
for sure.

4831. Q. Can you tell me in this way; how many revolutions do you think your
engines made at slow ahead? If you cannot, say no. — A. As usual.

4832. Q. I do not think you remember — about? — A. About 35 revolutions.

4833. Q. These are the revolutions per minute? — A. Yes, per minute.

4834. Q. I was trying to get at the time during which you were going slow ahead;
I do not think you remember, do you? — A. No.

By Mr. Haight:

4835. Q. After you entered your second bell at 3.02 did you look at the clock when
you received >any of the other orders which you entered in the scrap log? — A. No.

SINGDAHLSEN.

EMPRESS OF IRELAND— STORSTAD COLLISION 291

SESSIONAL PAPER No. 21b
By Mr. Newcombe:

4836. Q. Immediately the collision happened did your chief engineer come to the
engine room? — A. A little while after.

4837. Q. A minute, or seconds? — A. I cannot say exact on a minute.

4838. Q. What was going on — what were they doing when the chief came in ? — A.
The engine was stopped.

4839. Q. Give the names of the greasers and firemen on watch there in the engine

room? — A. Sverre Bredesen, Andreas Johannsen and Johann I do not remember

his other name.

4840. Q. Is that all? — A. Harry Olsen; there were three firemen and one oiler.
Lord Mersey. — This, the original scrap book, must be marked.

(Scrap log put in and marked Exhibit No. 13).

Lord Mersey. — I want to know where the original engineer's log is.
Mr. Haight. — The government has it.
Mr. Newcombe. — I put that in.

(Engineer's log put in and marked Exhibit No. 14).

Lord Mersey directed the interpreter, Mr. Jensen, to read from the chief
engineer's log book, Exhibit No. 14, and to translate.
Mr. Haight. — There is a translation.

Mr. Jensen. — Read from chief engineer's log in Norwegian and translated l full
speed till 3 o'clock ' ; ' slow speed at 3.'

Lord Mersey. — (referring to translation before him). That is not in this. What
is the meaning of that, Mr. Haight ? The translation I have from the engineer's scrap
log says 'slow speed at three' but when it is written up in the engineer's log, it is,
according to this gentleman, 'full speed till 3 o'clock'.

Mr. Haight. — These are identically the same only differently expressed.

Lord Mersey. — Is a slow order the same as a full speed order?

Mr. Haight. — Eull speed till three is just the same as slow at three.

Lord Mersey. — But in your translation the only words are -slow speed at three'.

Mr. Haight. — It is taken from the scrap log.

Lord Mersey. — Let me see that scrap log. (To interpreter) : Translate to me these
words (indicating).

Mr. Jensen. — 'Full speed three o'clock'.
Mr. Haight. — The scrap log is 'full speed till three o'clock'.

Mr. Haight. — If you will ask the interpreter to interpret the top entry — the entry
at the top — in the third engineer's handwriting, you will see that it is ' slow speed 3 \
Mr. Jensen. — 'Slow speed at 3 o'clock'.

Lord Mersey. — Where is 'slow speed at 3 o'clock'? Is that it?
Mr. Haight. — Yes sir, there.

Lord Mersey. — Is it there and what is this here (indicating) ?
Mr. Haight.— This is 12 to 4.
Lord Mersey. — What is that (indicating) ?

Mr. Haight. — That was written in by my assistant. The bottom of the page was
written by the chief later.

Mr. Griffin. — The last half is written in by the chief engineer.

Lord Mersey. — This scrap log appears in two different persons' handwriting.

SINGDAHLSEN.

21b— 19£

292 MARINE AND FISHERIES

5 GEORGE V., A. 1915

Mr. Haigiit. — Yes, my assistant has stated that the upper half is in his handwrit-
ing.

Lord Mersey.1— The latter half is in the —

Mr. Haight. — Chief engineer's. I was going to go on with that when I had the
chief engineer on the stand.

Lord Mersey. — Never mind about the chief engineer getting on the stand at pre-
sent ; let us understand it now. Interpreter, is that the same as the other ?

Mr. Jensen. — Yes : " Slow speed at 3 o'clock " ; " full speed till 3 o'clock.''

Lord Mersey. — Is slow speed the same as full speed?

Mr. Jensen. — No.

Lord Mersey.— Then, why do you say both are the same?

Mr. Jensen. — Full speed till 3 o'clock — from three o'clock, slow speed.

Lord Mersey. — That is another matter. It is slow speed till three o'clock.

Mr. Jensen. — No. full speed till three o'clock.

Lord Mersey. — Is it " at " three o'clock ?

Mr. Jensen. — Yes.

Lord Mersey. — Where is your " at " ?

Mr. Jensen. — There is no " at " in it.

Lord Mersey. — Why do you put it in?

Mr. Jenseai. — Because it says l slow speed three o'clock ' ?

Lord Mersey. — It says " slow speed three o'clock " ?

Mr. Jensen. — Slow speed three o'clock.

Lord Mersey. — Do you understand that to mean that there was full speed till three
o'clock?

Mr. Jensen. — Yes.

Lord Mersey. — And that after three o'clock it is slow?
Mr. Jensen. — Yes.

Lord Mersey. — And at 3.02 it is " stop."
Mr. Jensen. — At 3.02 it was stop.

Lord Mersey. — Possibly that is the meaning of it, Mr. Haight.
Mr. Haight. — Yes, my Lord. I think the ' at ' is really an effort to overtrans-
late.

Witness retired.

Lord Mersey.— Who is the next witness?

Mr. Newcombe. — Capt. Pouliot of the Lady Evelyn is here and if it would be
convenient to take his testimony now he will be able to go back to the ship.

Lord Mersey. — No, I am at one part of the case and I do not want somebody
else to be dragged in.

Mr. Haight. — Would your lordship allow Mr. Good to answer any question that
the tribunal may wish to put to him so that he will not be held here till Monday? It
was he who made the model. I think that Mr. Hillhouse agrees that it approximates
to the right conformation.

Lord Mersey. — Mr. Hillhouse, are there any questions that you think we need to
put in respect to this model?

Mr. Hillhouse. — No, my Lord.

Lord Mersey. — Very well, you can let him go, Mr. Haight.

SINGDAHLSEN.

EMPRESS OF IRELAND— STORSTAD COLLISION 293

SESSIONAL PAPER No. 21b

Aaron Syyertsen, chief engineer, Storstad, sworn.

By Mr. Haight:

4841. Q. You were chief engineer of the Storstad at the time of the collision? —
Yes, sir.

4842. Q. How long have you been chief engineer? — A. Three and a half years.

4843. Q. How long have you held a chief engineer's license? — A. Eighteen years.

4844. Q. You have been chief on the Storstad practically since she was launched?
— A. Yes, since the ship was built.

4845. Q. Where were you when the Storstad actually collided with the Empress
of Ireland? — A. In my bed.

4846. Q. When did you turn in? — A. Twelve o'clock.

4847. Q. Did you feel the jar of the collision ?— A. Yes.

4848. Q. What did you do after the jar of the collision? — A. I turned out quickly.

4849. Q. Where did you go? — A. I ran out to the deck.

4850. Q. Did you go to the bridge? — A. I went into my room p.nd put my clothes
on. I was there about five minutes, then I ran out again after the engines were stop-
ped and asked the captain what it was. He said it's a big boat that struck us. I ran
right forward and looked at the damage. I see the bow was twisted in. I ran back
to him and spoke about that. We could not understand where the boat had gone to.
We never heard anything of it. The captain's wife was standing together with us
and she spoke about it. We were standing there some minutes when I saw a black
streak coming from the port bow.

By Chief Justice McLeod:

4851. Q. Of your own steamer? — A. Yes, we saw black smoke coming up.

By Mr. Haight:

4852. Q. Did you hear any sound ? — A. After that we heard some shrieks and calls
for help. The captain ordered all the boats to be .lowered quickly and he called the
men to come quick, quick, and lower them. We did that. Soon after that the first
two of the Empress boats —

4853. Q. Never mind the rest of the story about the rescue; that has been fully
covered. When was it that the entries were written up in the official engine room log?
— A. Between eight and nine p.m.

4854. Q. The day of the collision? — A. Yes, the same day.

4855. Q. Between eight and nine o'clock that night? — A. Yes.

4856. Q. Is the official log in your handwriting? — A. Yes.

4857. Q. Will you please state where the entries were written in your room or
where, and who was present when you started to make up the official log? — A. Yes,
I called them in my room.

4858. Q. You called the assistant engineer to your room? — A. Yes.

4859. Q. Take the slip of the scrap log A. I wrote it down, he has not made

his finish down in the engine room before he came up.

4860. Q. What is that? — A. He make it up there in my room. He has so much
work, so hard, he make it up after the best remember.

4861. Q. How long was it after the jar you went down in the engine room? — A.
It was about three or four hours after.

4862. Q. Three or four hours. You called the third assistant into your room
and you did his correct entries? — A. Yes.

4863. Q. Will you please tell me what you said to him and what he said to you
about these scrap entries? — A. Yes, I told him to give me up the right time.

SYVERTSEN.

29* MARINE AND FISHERIES

5 GEORGE V., A. 1915

4864. Q. What is that? — A. I told him to give me the right time after the order
he got from the bridge. He only enter two or three points and after that he gave me
the time he best remember.

4865. Q. When you saw the scrap entries you realized that more bells had been
rung than he had recorded?

Lord Mersey. — I don't realize that. He supposed that, he was not there.

By Mr. Haight:

4866. Q. Were you on the bridge while the captain was manoeuvring the boat
to bring her up to the Empress? — A. No, I went quickly down the deck.

Lord Mersey. — I may be wrong, but I understood him to say that he did not
come on the scene at all after the collision took place.
Mr. Haight. — He was in his bunk, my Lord.

By Lord Mersey:

4867. Q. He knows nothing about it till the collision takes place? — A. Yes.

4868. Q. Then he comes into the engine room?

Mr. Newcombe. — No, not the engine room, he was on deck.

By Mr. Haight:

4869. Q. Were you on the bridge any length of time after the collision happened,
or were you working at the boats or what ? — A. I was on the bridge after the collision.

4870. Q. How long were you on the bridge? — A. I think about five or eight
mintues.

4871. Q. Were you on the bridge when you say you saw this black streak that
was the Empress? — A. Yes. v

4872. Q. What orders had been given on the telegraph while you were on the
bridge to bring the Storstad up to the Empressl — A. Since I see the black streak
come and hear the crash I ran quick down and the captain took the command of that.

4873. Q. Please tell us what the third assistant said to you when you told him
about these entries if there was anything more to add — was there any discussion about
it?— A. No.

4874. Q. As I understand when you first got this scrap book which the third en-
gineer had written, you also made some entries on that scrap. Is that correct? — A.
Yes.

4875. Q. May I have the exhibit handed to the witness. Now look at the entries
on the date of the collision and state which part of those entries are in your hand-
writing ?

By Lord Mersey:

4876. Q. Is it the lower part? — A. The lower part I wrote down.
By Mr. Haight:

4877. Q. According to my reading you copied the entries of the third assistant
and then some other bells were also added. Is that correct? — A. Yes.

4878. Q. Now why did you add the other bells, those not appearing on the scrap
book, not appearing in the assistant's entries? — A. I got them from the third engineer
after his best recollection.

4879. Q. Did you understand that the third engineer had looked at the clock or
that he had any precise knowledge of those ? — A. No, I don't know.

4880. Q. Will you, chief, tell us some of the particulars about your engines.
What is their indicated horse-power ?— A. 3,500 horse-power.

4881. Q. What horse-power is she usually developing? — A. We use ordinary 2,400.

SYVERTSEN.

EMPRESS OF IRELAND— STORSTAD COLLISION 295

SESSIONAL PAPER No. 21b

4882. Q. What is your normal speed when fully loaded? — A. About ten miles
an hour.

4883. Q. What is your normal steam pressure? — A. 180 lbs.

4884. Q. At what pressure do you blow off? — A. They blow off 180 lbs.

4885. Q. Do you always carry full steam ? — A. Not always, different coal we have
best steam.

4886. Q. Do you know anything about your pressure this night? — A. This time
we had good coal. We have about 170 lbs.

4887. Q. You have a single screw? — A .Yes.

4888. Q. Is it right handed?— A. Yes.

4889. Q. Now when you are makings your usual speed of ten knots loaded, about
what are your revolutions per minute? — A. Between sixty-two and sixty-four.

4890. Q. Under the same conditions about how many revolutions do you make
when you are running slow? — A. About forty revolutions, between thirty-five and forty.

4891. Q. And with those revolutions about what speed would you have through
the water? — A. But I cannot tell you, three or four miles I think so.

4892. Q. Three or four miles?— A. Yes.

By Mr. Aspinall:

4893. Q. The first you knew of the collision was the crash? Is that so? — A. Yes.

4894. Q. Speak louder will you. Was it a heavy crash? — A. Oh I feel it heavy.

4895. Q. You felt it heavy?— A. Yes.

4896. Q. And what you did is turned out first of all and ran to the deck? — A.
I ran on deck.

4897. Q. And then ran back to your room? — A. Yes.

4898. Q- And then ran back to the deck, is that right? — A. Yes.

4899. Q. Is it not usual for a chief engineer when he hears a crash like that to
go to his engine room at once? — A. Yes, but the men had called all hands on deck.

4900. Q. Had they called all hands on deck?— A. Yes.

4901. Q. Who called that?— A. Some of the officers.

4902. Q. Is that why you did not go to the engine room? — A. The third engineer
was down in the engine room.

4903. Q. Why did you not go to the engine room after you felt this crash? — A,
No it must be fear of that first I must save my life.

4904. Q. I won't quarrel with that. That was your idea, save your life? — A.
Yes, and the engine was stopped before I went out.

4905. Q. It was such a heavy crash was it that you thought the first thing was
to save your life? — A. Yes.

4906. Q. And in fact you did not go into your engine room for three to four hours
after the collision? Is that right? — A. Yes, sir.

4907. Q. Now I want you to help me if you can about this matter, if you cannot,
say so. Your ship was travelling full speed till three o'clock? — A. Yes.

4908. Q. She was a heavily laden vessel was she not? — A. I don't know.

4909. Q. You know she had a great deal of coal in her, did you not? — A. No.

4910. Q. The chief engineer, surely you know? — A. No.

By Lord Mersey:
Q. Will you tell me, I am getting very stupid I am afraid, but what is it he does
not know?

Mr. Aspinall. — He does not know whether he was fully loaded or not.

By Lord Mersey:

4911. Q. Do you really mean that. Do you really mean to tell us you don't know ?
— A. No, I never asked them, for that is not my business.

SYVERTSEN.

296 MARINE AXD FISHERIES

5 GEORGE V., A. 1915
By Mr. Aspinall:

4912. Q. Mr. Engineer, if she Mas fully laden, she would carry her speed for a
good way? — A. Yes.

4913. Q. So that at three o'clock when the order comes to go slow speed the ship
does not go down to her slow speed, does she, for some little time? — A. Yes.

4914. Q. That is right, am I not right? — A. Yes, quite right.

4915. Q. And at three o'clock she was travelling at about ten knots if you are
right? — A. Yes, they say so.

4916. Q. That is so, is it not. Till 3.2 she goes slow. We are told by the third
engineer that the engines were put slow speed to 3.2 and then stop, and after that slow
ahead? — A. Yes.

4917. Q. If those were the orders don't you think that this ship would have a
good deal of headway through the water at that time? — A. Not much.

4918. Q. You know they are not put full speed astern till 3.5? — A. Yes.

4919. Q. Don't you think that this ship, until the engines were put full speed
astern would be carrying her way on a great lot, having steerage way on her is what
I meant. — A. No, I don't think she has speed for steering after that she stop. Ship
goes down quick.

4920. Q. What? — A. Ship stand quick slow after its engine is stopped.

Lord Mersey. — I don't in the least understand what you are saying. Will you
say it again if it is of any importance.

By Air. Aspinall:

4921. Q. What have you just said. You don't think something, what was it? —
A. The ship has not much speed at the time she go astern.

4922. Q. What? — A. Before they ring astern the ship was about still, I think.

By Chief Justice McLeod:

4923. Q. About five minutes to three? — A. Ye>.

By Mr. Aspinall:

4924. Q. When you entered up your log between eight and nine had the third
engineer finished entering up his scrap log? — A. Yes, he handed it to me between
eight and nine p.m. the same day.

4925. Q. Between 8 and 9 p.m. the same day? — A. Yes.

By Lord Mersey:
Q. At night?— A. Yes.

4926. Q. The night following the collision? — A. The same day in the evening.

By Mr. Aspinall:

4927. Q. Why did you add anything ^o the scrap log? — A. When the third
engineer told me that and he gave me that after he best remembered.

4928. Q. But why? Why did you write in the same log book? Why?— A. Yes.

4929. Q. Why, not yes, why? Why did you do it? — A. Yes, he gave me that up.

4930. Q. Don't you understand my question, you have asked the interpreter to
interpret ?

Mr. Haight. — Captain Jensen, ask him why he made the entry?
Captain Jensen. — The answer is Yes, it is no answer that.

Witness (pointing to the log book). That is the right book, my log book, and it is
most correctly in that.

SYVERTSEN.

EMPRESS OF IRELAND— STORSTAD COLLISION 297

SESSIONAL PAPER No. 21b
By Mr. Aspinall:

4931. Q. You are the chief engineer and I assume you are an intelligent man.
Can I ask you why did you write something in the log book, the scrap log? — A. Yes,
that man write badly and cannot spell it, and I take the paper from him in my room
and put right down and write it correctly up, and after that I put in my log book.

By Lord Mersey:

4932. Q. He writes badly, he cannot spell? Can you show me a word there that
he has not spelt properly? — A. Yes, there is some I cannot understand.

4933. Q. Can you show me a word he has not spelt properly? — A. There is that
word (pointing to a word in Norwegian near the top of the page).

4934. Q. Let me see it, what is wrong with it? How ought it to be spelt? What
is wrong with it ? — A. There is not much wrong with it.

4935. Q. Is there anything wrong with it? — A. I write it more correctly.

4936. Q. You have said he did not spell right, and I asked which is the word
that he spells wrong. It seems to me he spells it exactly as you do, and it may be that
you both spell it wrong. Now wait a moment, get a better excuse. Put the question
to him again.

By Mr. Aspinall:

4937. Q. The question you know chief engineer is this: Why did you write in
that scrap book. Why did you do it? — A. Yes.

4938. Q. It is not yes, that is not an answer. — A. The time written is 3.20, and
I put it down him from 12 to 4.

By Lord Mersey:

4939. Q. That is nothing to do with spelling? — A. It is not filled out.

4940. Q. Listen, that has nothing to do with spelling? — A. No. The third engineer
did not fill it out.

4941. Q. You said just now you did not like his spelling.

By Mr. Aspinall:

4942. Q. Did this man tell you that he was not sure about his time, and he was
not sure that he had got everything in the log? — A. Yes.

4943. Q. Have you any reason for not liking these logs of yours from the engine
room department? — A. No.

4944. Q. Has anybody who was in charge of that ship told you that he does not
like these engine room logs, the captain, or the chief officer, have they? — A. No.

By Lord Mersey:

4945. Q. Do you want to ask him anything, Mr. Newcombe?
By Mr. Newcombe:

4946. Q. When you got on the bridge immediately after the accident how did the
telegraph to the engine room stand? — A. I don't see that.

4947. Q. You did not see it?— A. No.

4948. Q. And you don't know anything about what orders were given down? —
A. No.

Lord Mersey. — Have you anything more to ask, Mr. Haight?

Mr. Haight. — No, my Lord.

!Mr. Newcombe.— My Lord, before the Court adjourns might I have these log
books identified and marked, Scrap Log, Engineer's Log, and Bridge Log?

Mr. Haight.— My Lord, are they all to be marked now. Are you marking the
translations as well?

STVERTSEN.

298 MARINE. AXb FISHERIES

5 GEORGE V., A. 1915

Mr. Newcombe. — They want to verify the translations before they are marked.
Keep them in the log book for the time.

The log books were then filed and marked.

The Commission thereupon adjourned, at 1.25 p.m., until Monday, June 22nd at
10 a.m.

SIXTH DAY.

Quebec, Monday, June 22, 1914.

The Commissioners appointed by the Honourable John Douglas Hazen, the Min-
ister of Marine and Fisheries of Canada, under Part X of the Canada Shipping Act as
amended, to inquire into a casualty to the British Steamship Empress of Ireland, in
which the said steamship belonging to the Canadian Pacific Kailway Company was
sunk in collision with the Norwegian Steamship Storstad, in the River St. Lawrence
on the morning of Friday the 29th day of May, 1914, met at Quebec this morning, the
Twenty-second day of June, 1914.

Lord Mersey. — We will sit to-day until 11 o'clock; we will then adjourn for the
reception to His Royal Highness the Duke of Connaught. We will resume our sitting
as soon as we can after the proceedings of the reception. The court will not sit
between half past one, or twenty minutes after one, and a quarter to three, because
some of us are engaged to attend a luncheon in honour of the Duke. To-morrow we
propose to sit only until half past one and then the cc art will adjourn in order that
those gentlemen who desire to pay honour to His Eminence, Cardinal Begin, may do
so. Therefore, there will be no sitting in the afternooi .

Lord Mersey. — We finished the evidence of Syvertsen, I think, on Saturday?

Mr. Newcombej — Yes.

Lord Mersey. — Who is the next witness?

Mr. Haight. — Call Einar Reinertz.

Lord Mersey. — Mr. Newcombe, make arrangements for having, to-morrow, a life
belt in the condition in which it is placed in the cabins and tied up so that we may
examine it and see whether it is a handy thing and easy to put on.

Mr. Newcombe. — Yes, my Lord.

Eixar Reinertz, second officer, Storstad, sworn.

Mr. Haight. — The witness's English, I think, will carry him through. I will ask
Captain Jensen to be there in case he needs help.

By Mr. Haight:

4949. Q. Mr. Reinertz, you were second officer on, the .Storstad at the time of the
collision with the Empress of Ireland? — A. Yes, sir.

4950. Q. How long had you been on the Storstad? — A. I joined in Sydney.

4951. Q. Wnen did you join? — A. 29th of May — no, I am wrong; it was the 24th
of May.

4952. Q. How long have you been going to sea? — A. About 12 years.

4953. Q. What vessel were you on before the Storstad? — A. I was with the same
company on a steamship called the Mandeville.

REINERTZ.

EMPRESS OF IRELAND— STORSTAD COLLISION 299

SESSIONAL PAPER Mo. 21b

4954. Q. How long had you been on the Mandeville? — A. Thirteen months.

4955. Q. What papers have you? — A. A master's certificate.

4956. Q. How long have you held a master's certificate? — A. Two and a half
years.

4957. Q. Where were you at the time of the collision? — A. I was sleeping when
the collision occurred in my cabin and I jumped up.

4958. Q'. It was your watch below? — A. My watch below.

4959. Q. Was it the jar of the collision that waked you? — A. Yes.

4960. Q. Was it a heavy jar? — A. No, sir.

4961. Q. Where did you go to when you felt the collision? — A. I went to the
boat deck.

4962. 'Q. On which side? — A. The starboard side of the boat.

4963. Q. When you reached the boat deck could you see anything of the other
steamer? — A. Yes, sir, I saw the lights of the Empress going from the port bow and
they went over to the starboard bow. It was moving fast too.

By Lord Mersey:

4964. Q. What? — A. It was moving fast.

By Mr. Haight:

4965. Q. Am I to understand that this was after the collision? — A. Yes.

By Lord Mersey :

4966. Q. According to your view, was the Empress carrying the Storstad along the
water? — A. I do not catch the question.

4967. Q. As I understand, you say that when you came up on deck the collision
had taken place? — A. Yes, sir.

4968. Q. Was the nose of the Storstad at that time in the side of the Empress? —
A. I could not tell you, sir.

4969. Q. You do not know whether the nose of the Storstad was in the side of the
Empress or not, but you do know that the collision had taken place? — A. I knew the
collision had taken place but I could not see which part of the ship it was ; it was dark.

4970. Q. I only want the best information you can give us. You saw the Empress
was moving forward? — A. Yes.

4972. Q. And that was after the collision ? — A. Yes, but it did not take me a long
time to go up.

4973. Q. But the collision took place when you were in your bunk? — A. Yes.

4974. Q. You jumped up and ran on the boat deck? — A. Yes.

4975. Q. And you cannot tell us whether, when you got up on the boat deck, the
two vessels were actually fast together? — A. No, I cannot tell that.

4976. Q. You do not know that, but you say that whether they were fast together or
not the Empress was moving fast forward — is that it? — A. Yes, sir.

By Mr. Haight :

4977. Q. Where is your room, Mr. Reinertz? — A. On the port side of the ship,
about midships.

4978. Q*. When you looked out forward from the starboard side were you standing
about amidships ? — A. On the boat deck.

4979. Q. When you stood on the boat deck how far were you from the bow of the
Storstad? — A. About the middle of the Storstad.

4980. Q. About the middle of the ship ?— A. Yes.

By Lord Mersey :

4981. Q. You mean amidships of your own ship? — A. Not exactly, but about.

4982. Q. About amidships ?— A. Yes. .

REINERTZ.

300 MARINE AM) FISHERIES

5 GEORGE V., A. 1915
By Mr. Haight:

4983. Q. Could you tell anything about the angle in which the vessels were lying
when you got up? — A. No, sir.

4984. Q. You were too far aft to see ? — A. Yes.

4985. Q. Did you receive any orders from Capt. Andersen ? — A. Yes, to lower the
boats.

4986. Q. What did you do?— A. I lowered them.

4987. Q. What boats did you handle yourself ?— A. Starboard No. 2.

4988. Q. Were the boats cleared and the men standing by before you received the
order to lower? — A. Yes, they were standing by. I was going down when I heard the
cries of the Empress people and we lowered the boat at once.

4989. Q. How long did you have your boats ready to lower before you ordered
them lowered away? — A. About four or five minutes.

4990. While you were working on the boats and while you were waiting to lower,
did you hear any whistles blown by the Empress? — A. No, I did not.

4991. Q. Did you hear any whistles blown on the Storstad? — A. Yes.

4992. Q. What whistles did your steamer blow? — A. They were blowing several
whistles — I could not tell which blow it was; several whistles were blown by the
Storstad.

Lord Mersey. — I do not follow what he says.

Mr. Haight. — He says they were blowing several whistles; he does not know
exactly what they were but they were blowing several whistles.

4993. Q. (To witness.) What was it that first called to your attention the fact
that you were near the Empress; what did you hear? — A. Excuse me, I do not under-
stand.

4994. Q. What did you hear after you had been waiting three or four minutes
which indicated to you that the Storstad was near the Empress? — A. The cries of the
people.

4995. Lord Mersey. — 'Was near the Empress/ — do you mean in actual contact?
Mr. Haight.— No, sir.

.Lord Mersey. — I do not know what 'near' means.

Mr. Haight.— She was in the fog.

Lord Mersey.*— This man did not come on deck till after the collision?

Mr. Haight. — Yes, my Lord, and I am asking him how he knew when to lower
his boats when the Storstad had worked back towards the Empress ten minutes after
the collision.

(To Witness.)

4996. Q. You heard the cries of the people? — A. Yes.

4997. Q. How soon were your boats lowered after you heard the cries? — A. Direc-
tly— at once.

4998. Q. You were in starboard No. 2 ?— A. Yes.

4999. Q. When you lowered your boat into the water do you know whether the
engines of the Storstad, were still moving ? — A. The engines were moving.

By Lord Mersey:

5000. Q. Were not? — A. Were moving.

By Mr. Haight:

5001. Q. How do you know that? — A. I could see the propeller water.

5002. Q. When you lowered No. 2 starboard boat, which way had you to row away
from the Storstad? — A. I had to go astern because the propeller took the boat a little
ahead. •

REINERTZ.

EMPRESS OF IRELAND— STORSTAD COLLISION 301

SESSIONAL PAPER No. 21b

5003. Q. When your boat dropped into the water the quick water from your
propellers carried you forward? — A. Yes, and I steered out to go astern.

5004. Q. When you went around under the stern of the Storstad, was your pro-
peller still moving? — A. I cannot remember that.

5005. Q. Did you see the Empress before she went out of sight in the water? —
A. Before she foundered?

5006. Q. Yes. — A. I did, I had one boat loaded with people before she went
down.

5007. Q. How far was the Empress from the Storstad as you rowed from your
vessel toward the sinking steamer — could you tell? — A. About two ship's lengths.

5008. Q. How many minutes did it take you from the time your boat was in the
water to row up to the place where the people were swimming in the water? — A.
About two or three minutes — two minutes.

5009. Q. How many people did you pick up in your boat on the first trip? — A.
I rescued about fifty people on the first trip.

5010. Q. What is the capacity of your boat?— A. 30.

5011. Q. How did you get 50 people into a boat that accommodates 30? — A. We
were overloaded because we had to save as many people as possible; people were cry-
ing out not to take any more but we had to take as many as possible because there
was not a (moment to lose.

5012. Q. You returned with your first load of people to which vessel? — A. To
the Storstad.

5013. Q. Then, did you go back a second time? — A. Yes, I did.

' 5014. Q. Had the Empress gone down before you got back the second time? —
A. She had gone down when we came back the second time.

5015. Q. Did you see her go down on your first trip or did she go down between
the first and second trip? — A. On my return from the first trip I saw her go down.

5016. Q. When you left with the first boat load the Empress could still be seen ?
—A. Yes.

5017. Q. How many people did you get on the second trip? — A. About 13.

5018. Q. Why did you not get more on the second trip? — A. Because we did not
see any more alive.

5019. Where did you take these?— A. To the Eureka.

5020. Q. Did you make a third trip?— A. Yes.

5021. Q. Did you find any living passengers there? — A. Yes, some were stand'
ing on a boat, and one man who was half dead was lying on the boat. He was picked
up.

5022. Q. Did you also pick up some dead bodies? — A. Yes, we did, sir.

5023. Q. Who were the men who were the crew in your boat? — A. I do not know
them by name; the cook is one — Jensen. I do not know their names.

By Lord Mersey:

5024. Q. Were they men from the Empress? — A. From the Storstad.
Cross-examined by Mr. Aspinall:

5025. Q. How many years have you been serving on colliers? — A. About five or
six years.

5026. Q. When did you turn in on this night? — A. 12 o'clock.

5027. Q. Do you regularly take your clothes off and turn in? — A. Yes I do, of
course.

5028. Q. I am not blaming you. If your engines stop does that wake you when
you are at sea? — A. Not always.

5029. Q. More or less? — A. I cannot tell; I do not know much about these
engines, because I am quite new on the boat.

5030. Q. You heard the jar and you awoke? — A. Yes.

REINERTZ.

302 MARINE AND FISHERIES

5 GEORGE V.s A. 1915

5031. Q. Have you electric light in your cabin? — A. Yes.

5032. Q. Did you turn it on?— A. Yes.

5033. Q. What clothes did you put on ? — A. I was naked when I went out.

5034. Q. You went out as you were? — A. Yes.

5035. Q. You ran out from your cabin, which was lighted by electricity, on to the
boat deck that would be dark. There was nothing to light that up? — A. No.

5036. Q. Do you think you really noticed much about the Empress? — A. I saw
her and noticed she was moving fast.

5037. Q. I was wondering whether you had a good opportunity of witnessing really
what she was doing. — A. Yes, I had.

5038. Q. You say you saw her moving fast and you ran to where — to the naviga-
tion bridge? — A. No I did not; I ran to the boat deck as I told you before. I ran
from my cabin to the boat deck and there stopped to get the boats ready.

5039. Q. Did you get any order at once from the bridge? — A. I got an order to
have ready the boats and I knew, myself, what to do.

5040. Q. When you got up and saw the Empress was she then at about right angles
across your bows? You know what I mean by right angles? — A. Yes.

5041. Q. Was she about right angles across your bow when you got up? — A, I
could not say anything about angles, sir.

5042. Q. But you say she was moving? — A. Yes.

5043. Q. I will not say anything about right angles — was she still across your bows
when you got up ? — A. I could not tell what part of the ship I saw.

5044. Q. I think you told Mr. Haight that when you saw her she was moving fast
forward from. port to starboard? — A. Yes, I did.

5045. Q. That is what you said ?— A. Yes.

5046. Q. Does that mean that when you came up she was still across your bows.
Here (illustrating) is the port side and here is the starboard side? — A. Yes.

5047. Q. Is that so? — A. I do not understand you quite well.

5048. Q. I will tell you what I have in my mind. You no doubt came up very
quickly after the crash and you found her across your bows; my suggestion will be
that she was not travelling fast forward because she would probably have been brought
over there on your starboard bow? — A. I saw her coming from port over to starboard
and she was moving fast. I cannot tell any more.

By Lord Mersey:

5049. Q. But you must just try to answer the question. — Yes, I am.

Lord Mersey/-^Do not say you can tell us simply that and no more. Just wait
till you hear the questions and say whether you can answer them.

By Mr. Aspinall:

5050. Q. When you did see her, in fact, she was across your bows, part on your
port bow and part on your starboard bow; is that right? — A. Yes.

5051. Q. At the time when you got up on to the boat deck do you know what was
being done with your engines? — A. No.

5052. Q. Were they working ahead or astern?— A. I cannot tell anything about
them.

5053. Q. You did not notice; I expect you had a good deal to attend to? — A. Yes.

5054. Q. However, I am right in this that, whatever was being done with your
engines and whatever was being done with the Empress, the two ships remained pretty
close to one another from that time until you got your boats out and began to save
life? — A. Yes, they were.

5055. Q. After the collision happened you got up on deck and put your boats into
the water to save life? From that time were the ships still close to one another?—
A. I did not see the ship then.

REINERTZ.

EMPRESS OF IRELAND— STORSTAD COLLISION 303

SESSIONAL PAPER No. 21b

5056. Q. You did not lose sight of it? — A. I was in my boat then.

Lord Mersey. — He turns towards you and he talks in a manner that is not intel-
ligible. I do not hear what he says.

By Mr. Aspinall:

5057. Q. Will you try and talk just a little slower and turn more that way
(pointing towards the bench) ? I know it is very difficult. When you did put your
boat into the water to save life did you find that these people who were in the water
were quite close? — A. They were not far off us.

By Mr. Haight:

5058. Q. From the time that you got on deck until the Empress disappeared how
much time do you think elapsed before you again saw her when you were in No. 2
boat? — A. I cannot tell.

5059. Q. After you came on the boat deck and saw her forward, how soon was it
before she disappeared in the fog? — A. It was directly.

5060. Q. Will you please state just what you saw when you say you saw the
Empress forward as you came on to the deck? — A. When I came on the deck I saw
the lights, cabin lights, of the Empress, and I saw it was moving from our port bow.

5061. Q. I only want to know what you saw.

Lord Mersey. — Repeat that, because it is the one thing he does remember. I
understand that he wants us to accept his statement that he remembers nothing else.
Am I right about that; all that you remember is that you saw the lights of the
Empress and that she was moving quickly forward? — A. Yes.

5062. Q. That is all you remember about the Empress? — A. Yes.

By Mr. Haight:

5063. Q. Did you see any coloured lights ? — A. No, I didn't.

By Lord Mersey:

5064. Q. I want to ask you this. You rowed towards the place where the
Empress was or had been ? — A. I rowed towards where the people were.

5065. Q. I am asked to ask you this: when you went towards the Empress or
towards the place where she had been, what was the position of the Empress then, do
you know? — A. I don't know the position.

5066. Q. Could you see any of the decks of the Empress? — A. No, I couldn't
tell you.

5067. Q. Did you see her hull? — A. Yes, I saw her hull.

5068. Q. When did you see her hull? — A. When I was coming a little way from
the stern.

5069. Q. That was while you were still on the Storstad? — A. No, I was in the
small boat.

5070. Q. Was that the first boat that you went in ?— A. Yes.

5071. Q. What part of the hull, can you tell us, was it that you saw? — A. Don't
know ; wasn't noticing.

By Mr. Newcombe :

5072. Q. Did you see the Empress sink ? Did you see her when she went down ? —
A. Yes.

By Lord Mersey:

5073. Q. Did you see her plunge into the sea ? — A. Yes, I did.

By Mr. Newcombe :

5074. Q. How did she go down? — A. I can't tell you.

5075. Q. Do you know whether she went down with her bow first, her stern first, or
sideways ? — A, I didn't notice that ; I was too busy.

REINERTZ.

304 MARINE AND FISHERIES

5 GEORGE V., A. 1915

5076. Q. You cannot tell?— A. No.

5077. Q. Did you see any part of the Empress come up above the water? Did you
notice any elevation of any part of the hull ? — A. No, I didn't notice it.

By Sir Adolphe Routhier:

5078. Q. How far away were you when you saw the Empress sinking ?— A. I wasn't
far off.

5079. Q. How far?— A. Not far.

5080. Q. How far, can you say ?

By Lord Mersey:

5081. Q. How many of your ship's lengths were you away? — A. Half ship's length.

5082. Q. Your ship is about 400 feet long?— A. 450.

5083. Q. You say that when the Empress went down you were about 200 or 300 feet
away from her ? Is that your idea ? — A. Yes, I was close to her ; that is my idea.

By Sir Adolphe Routhier:

5084. Q. In your boat? — A. In the small boat.

Lord Mersey. — Do you wish to ask the witness any question, Mr. Gibsone?
Mr. Gibsone. — No, my Lord.

Witness retired.

Knute Tonder, sailor, Storstad, sworn.

Examined by Mr. Haight (through interpreter) :

5085. Q. You were one of the sailors on the Storstad at the time of the collision?
—A. Yes.

5086. Q. When did you join the Storstad?— A. 11th of May.

5087. Q. How long have you been going to sea? — A. Two years and a half.

5088. Q. What was your watch on deck on the night of the collision? — A. Watch
from 12 to 4.

5089. Q. When you came on watch at 12, what did you first do ? — A. I was on the
lookout from 12 o'clock until 20 minutes past one.

5090. Q. And after you left lookout at 1.20, what did you then do?— A. Went to
the wheel.

5091. Q. How long were you at the wheel? — A. Twenty minutes to three.

5092. Q. When you left the wheel who relieved you? — A. Peter Johannsen.

5093. Q. When you were relieved, where did you go ? — A. Aft in the forecastle.

5094. Q. What were you doing back there? — A. Taking a smoke.

5095. Q. While you were off duty between 2.40 and 4, what was the first thing
that you noticed about your engines that was out of the usual? — A. No, sir.

5096. Q. Please state whether you noticed any change in your engines while you
were back there smoking? — A. Not before they stopped.

5097. Q. After the engines stopped, did you notice any other change ?— A. When
the engines stopped, I went on deck.

5098. Q. Now, what happened after you came on deck? — A. Three or four minutes
after I came on deck the collision happened.

5099. Q. Do you know how your engines were running just before the collision?
-^-A. Astern.

5100. Q. Did you see the other steamer at any time before the collision? — A.
When I came we had the other steamer just on the port bow.

TONDER.

EXPRESS OF IRELAND— STORSTAD COLLISION 305

SESSIONAL PAPER No. 21b

5101. Q. Before the vessels came together, could you tell whether the other
steamer was moving or not? — A. No, sir.

5102. Q. When you saw the other steamer, what did you do? — A. I stayed aft
until the collision happened and then I went forward.

5103. Q. What did you do wdien you went forward? — A. I got orders to go to the
life boat.

5101. Q. Which boat were you on? — A. Starboard boat.

Cross-examined by Mr. Aspinall:

5105. Q. Did you say that you came out from the forecastle three or four minutes
before the collision? — A. I can't say exactly; I had no watch.

5106. Q. But you have said so, haven't you? — A. Yes.

510?. Q. " As soon as I came out, I saw the Empress on my port bow " ? — A. Yes,
sir.

5108. Q. Is that right?— A. Yes, sir.

5109. Q. How far do you think you could see the masthead light?

Lord Mersey. — (to interpreter). — What did you say to him? In the language
which you are using, what did you say?

(Question repeated by Interpreter in Norwegian language).

Lord Mersey. — That was not the question.

The Interpreter. — That is what I understood.

Lord Mersey. — It was " how far," not " how long." In Norwegian is " wie lange,"
the same as " wie weit " in German ? — A. Yes.

5110. Q. Do you know German?
The Interpreter. — Yes, my Lord.

Lord Mersey. — Do you know the difference between " wie lange," and ' wie weit " ?

The Interpreter. — Yes, I know the difference, but it is not the same in Norwegian.

Lord Mersey. — It is a very great difference.

The Interpreter. — It is a very great difference, yes ; one means " how long," and
the other means " how wide."

Lord Mersey. — (to Mr. Aspinall). — I understood you to ask him "how far," and
the interpreter certainly asked him " wie lange," which seems to me to be not the
interpretation.

The Interpreter. — My Lord, it is the exact interpretation in our language.

Lord Mersey. — I am not criticising your Norwegian, because I do not understand
it, but it seemed to me that the interpretation was not accurate.

By Mr. Aspinall:

5111. Q. Put it to him again. — A. I can't say.

Lord Mersey. — Ask him to form an estimate, if he can ? — A. No, I can't say that.

By Mr. Aspinall:

5112. Q. When you saw this vessel on your port bow first, how far away was she
from you? — A. I can't say.

5113. Q. Do you often keep the lookout? — A. Yes.

5114. Q. And you have to judge distances at sea? — A. Yes.

5115. Q. Do you usually remember what is being done with your engines? — A.
I could hear them ring up full speed astern.

5116. Q. Where were you when you could hear them ring up full speed astern ? —
A. I didn't hear the bell from the engine room ; I noticed it by the vibration.

5117. Q. Why do you say you did not hear them ring up full speed astern? — A. I
could notice that the propeller was working astern.

TONDER.

216—20

306 MARIXE AND FISHERIES

5 GEORGE V., A. 1915
By Mr. Haight:

5118. Q. Where were you standing when you say you felt the vibration of the
engines going astern? — A. In the forecastle door.

5119. Q. How near is that to the stern of the ship? — A. Seven or eight feet.

5120. Q. Are all the crew's quarters in the stern of the ship? — A. Yes, sir.

Witness retired.

Aage Angesen, was called and sworn.

At 11 o'clock the Commission rose to attend the reception to His Royal Highness
the Governor General in another part of the Court House.

The Commission resumed at 11.40 a.m. after attendance at the reception to His
Royal Highness the Governor General.

Aage Angesen, sailor on the Storstad, sworn.
The examination of this witness was resumed.
By Mr. Haight:

5121. Q. Were you one of the sailors on the Storstad at the time of the collision
with the Empress? — A. I was fireman on board the Storstad at the time of the collision.

5122. Q. Were you on duty at the time of the collision? — A. I just came on deck.

5123. Q. What had you been called for? — A. To hoist ashes.

5124. Q. Where did you come on deck ? Forward or aft ? — A. Aft.

5125. Q. Where are the crew's quarters? — A. Aft.

5126. Q. Do you remember hearing any whistle from your boat or from any boat?
— A. No, sir.

5127. Q. Were you on deck before the collision occurred? — A. Yes.

5128. Q. Did you feel the jar when the boats came together? — A. A little bit.

5129. Q. Did you see anything of the other steamer before you felt the jar? — A.
Yes.

5130. Q. What did you see?— A. I saw the lights.

5131. Q. How many lights? — A. I do not know, I cannot say that.

5132. Q. Was anybody else on the deck aft with you? — A. One by the name of
Knute.

. 5133. Q. Where were the lights of the other steamer that you saw? — A. Right
forward.

Lord Mersey. — I don't know Mr. Haight what lights you are referring to.

Mr. Haight. — The lights of the other steamer.

Lord Mersey. — Yes, but I don't know whether he understood you to be speaking
of the lights generally or of any light in particular.

Mr. Haight. — Well perhaps I should make it more definite, my Lord.

5134. Q. Well what kind of lights were they that you saw on the other steamer?
A. White lights.

5135. Q. But can't you say more than that? Were they masthead lights or some
other kind of lights? — A. I can't say. I only saw lights, and I can't say what they
were.

5136. Q. Well did you see many or few? — A. I saw a good deal.

5137. Q. A good many? — A. Yes, a good many.

5138. Q. After you felt the jar of the collision, what became of the lights on the
other steamer? — A. They disappeared to the starboard.

Mr. Haight. — That is all, my Lord.

ANGESEN.

EMPRESS OF IRELAND— STORSTAD COLLISION 307

SESSIONAL PAPER Mo. 21b

Mr. Aspixall. — No questions.
Karl Jansen, sworn.

Mr. Haight. — My Lord, I am afraid this witness doesn't speak very much Eng-
lish. We will have to avail ourselves of the service of the Interpreter.
Lord Mersey. — Very well.

By Mr. Haight:

5139. Q. Were you one of the sailors on board the Storstad at the time of the
collision? — A. Fireman.

5140. Q. Where were you when the collision happened? — A. In bed.

5141. Q. What aroused you ?— A. The jar.

5142. Q. What did you do after you felt the jar of the collision? — A. I ran up.

5143. Q. Where are your quarters ? — A. Aft.

5144. Q. And when you came on deck aft where did you go ? — A. Eight outside
the cloor.

5145. Well did you stand amidship or did you go to one side or the other? — A.
Eight under the entrance down to the forecastle on the starboard side.

5146. Q. Did you see anything at all of the steamer then, the other steamer? —
A. I could see the loom of the hull.

5147. Q. Where was it ? — A. Just broadside on the bow, right across our bow.

5148. Q. When yoiu came up to the door and looked up, what did you do next? —
A. I jumped down into the forecastle again.

5149. Q. What for?— A. To put my coat on.

5150. Q. And then where did you go ? — A. On deck.

5151. Q. What did you do on deck? — A. I went to the boat deck.

5152. Q. Did you go to one of the boats ? — A. Yes.

5153. Q. Which boat? — A. No. 2 on the starboard side.

5154. Q. When you got up on to the starboard side and at boat No. 2 on the star-
board, where was the Empress? — A. I don't know, I couldn't see her.

5155. Q. Did you look to see her? — A. No.
Mr. Haight. — That is all.

Mr. Aspinall. — No questions.

Ludwig Larsen, coal passer, Storstad, sworn,

By Mr. Haight:

5156. Q. Were you a coal passer on the Storstad on the night of the collision? —
A. Yes, sir.

5157. Q. How long had you been on the steamer ? — A. Twenty-seven months.

5158. Q. Was it your watch below ? — A. Yes, sir.

5159. Q. Were you awakened before the collision? — A. Yes.

5160. Q. What wakened you % — A. When the Storstad commenced to go astern.

5161. Q. Why did that wake you up ? — A. The vibration woke me up.

5162. Q. Well, what did you do after you felt the vibration and woke up ? — A. I
went on deck.

5163. Q. Did you get on deck before you felt the jar of the collision? — A. No.

5164. Q. Where were you when you felt the jar? — A. On the way to the deck.

5165. Q. On what were you, on the way to the deck? — A. On the companion-way.

5166. Q. On the ladder?— A. Yes, on the ladder.

5167. Q. And when you got on deck, which side did you go to? — A. To the star-
board side.

LARSEN. ;

216—20|

308 MARINE AND FISHERIES

5 GEORGE V., A. 1915

5168. Q. "When ,you got up on to the starboard side, did you see anything then of
the other steamer? — A. I saw a light on the starboard side.

5169. Q. Could you see the outline of the ship or just see the white light? — A. Only
the light.

5170. Q. Could you tell whether you saw the whole of the other ship or any part
of it ? — A. I could just see the loom of the hull.

5171. Q. How much of the ship do you think was then to the starboard of your
bow? — A. I can't say that.

5172. Q. What did you do after you looked forward and saw the vessel? — A. I
went to the boat deck.

5173. Q. What did you do there? — A. Helped to get the boats out.

5174. Q. And what was the last you saw of the other steamer?- -A. I saw it dis-
appear on the starboard side.

5175. Q. How many trips did you make in the boat? — A. I made two trips in
one of the Empress boats.

5176. Q. Did you give up any of your clothes to the survivors? — A. No.

Mr. Haight.— That is all.

Mr. Aspinall. — No questions.

Mr. Haight. — Mr. Aspinall, I have here the oiler who has been referred to as
being in the engine-room. 1 don't think he remembers much, but 1 will be glad to
put him on the stand if you desire.

Mr. Aspinall. — My Lord, Mr. Haight tells me that this" man doesn't remember
very much, so I do not suppose that ha will assist us much.

Lord Mersey. — Mr. Llaight, I think unless you desire to examine him that we
will not need him.

Mr. Haight. — Well, my Lord, he remembers he answered some bells, but he
doesn't remember what the bells were, so I don't think his evidence will be of much
value.

Lord Mersey. — Well, I understand that Mr. Aspinall does not want him.

Mr. Aspinall. — No, my Lord, in view of Mr. Haight's statement that he remem-
bers very little.

Mr. Haight. — That, my Lord, completes the testimony of the officers and crew of
the Storstad. There is one witness that we would like to examine later, on more
technical questions.

Lord Mersey. — By technical questions I take it you mean as to the damage
that was done to the steamer Storstad.

Mr. Haight. — Yes, my Lord, I mean a naval architect, who has examined very
minutely the stem of the boat, and who, by reference to the plans that have been
submitted here, will be able to show the court the relative levels of the different decks.
But I would like to put that on after Mr. Hillhouse has been examined, and after
we have got a little more data than at present.

Lord Mersey. — That is convenient is it not, Mr. Aspinall?

Mr. Aspinall. — Yes, my Lord.

Lord Mersey. — Then who will be the next witness?

Mr. Aspinall. — My Lord, I make this application. Your Lordships will remem-
ber that you desired Mr. Newcombe to put in the log of the Storstad?

Lord Mersey. — Yes.

Mr. Aspinall. — We have cross-examined the gentleman who entered up the
•enginer's log, but I have not had an opportunity yet of cross-examining the gentle-
man who wrote up the ship's log. The ship's log, as I expected, is in general accord

LARSEN.

EMPRESS OF IRELAND— STORSTAD COLLISION 309

SESSIONAL PAPER No. 21b

with the story told in the witness box, .but still I think it is desirable to have the
story of the log sifted in cross-examination.

Lord Mersey. — Very well — it seems to me that it was the first mate who wrote up
the ship's log of the Storstad, am I not right?

Mr. Haight. — Yes, my Lord, Mr. Toftenes.

Lord Mersey. — Is he here?

Mr. Haight.' — Yes, my Lord, I have kept him here.

Lord Mersey. — Very well, will you please let him go back in the witness box?

Mr. Haight. — Yes, my Lord, I will have him called. I might inform your Lord-
ship that we have a translation of the ship's log which I think will be of help to your
Lordship.

Lord Mersey. — Yes, Mr. Haight, I understand you are now handing in a trans-
lation of the ship's log.

Mr. Haight. — Yes, my Lord.

Lord Mersey. — Do you agree, Mr. Aspinall, that we may accept this as a transla-
tion ?

Mr. Aspinall. — My Lord, we have seen the translation, and I am told that \?j
agree on its being correct.

Lord Mersey. — Very well, let this be marked as an agreed translation of the
Storstad's log.

Mr. Haight. — That log will be exhibit No. 16 of the Storstad.

Toftenes, 1st officer, Storstad (re-called).

By Mr. Aspinall:

5177. Q. Mr. Toftenes, did it commence to be slightly foggy at 1.30 a.m. on the
night of the collision ? — A. Yes, I saw something like a slight fog-bank over the land.

Lord Mersey. — What is that, Mr. Aspinall?

Mr. AspinalLj — My Lord, I asked the witness whether I was right in suggesting
that at 1.30 a.m. it commenced to be slightly foggy, and he answered : ' Yes, I saw
something ]^ke a slight fog-bank over the land.'

Lord Mersey. — Where is this, Mr. Aspinall?

Air. Aspinall. — In the copy I have, my Lord, it is page 146 on the right hand side
about the eighth line down from the top, where it reads : ' Two o'clock saw Father
Point — two-fifty the same was bearing, etc — ' and then comes the sentence beginning
'At one-thirty.'

5178. Q. You say you saw a slight fog-bank over the land? — A. Yes, hazy-like.

5179. Q. Did it keep over the land? — A. It was over the land, yes.

5180. Q. You are sure that was it? — A. Yes.

5181. Q. It didn't come out to sea? — A. No.

5182. Q. What direction was the wind blowing? — A. The^e was hardly any wind
at all. I don't remember the direction.

5183. Q. There was hardly any wind at all, so you don't remember the direction?
— A. No, sir.

5184. Q. And did the fog go out over the river? — A. It showed over the land. It
didn't come out over the river then.

5185. Q. It didn't come out over the river then? — A. No, sir

5186. Q. And were the lights at two-fifty entirely hidden? — A. About that time.

TOFTENES.

310 MARINE AND FISHERIES

5 GEORGE V., A. 1915

5187. Q. That is the right time, isn't it — at 2.50, the lights were entirely hidden?
— A. The time that is in the log is the right time.

5188. Q. Let me read what I find in the log — it reads thus: 'At 1.30 it com-
menced to be hazy over the land, and fog came down over the river so that the lights
at 2.50 were entirely hidden.' Was this fog travelling out from the land over the
river? — A. It came out from the land, yes, the fog.

5189. Q. Your speed was not reduced at all, was it? — A. No, there was no need
for it.

5190. Q. Was your whistle blown?— A. No.

5191. Q. So that the lights at 2.50 were entirely hidden ?— A. Yes.

5192. Q. Did the collision happen ten minutes later? — A. About that.

5193. Q. So that at ten minutes before this collision the fog was so thick that the
lights were entirely hidden, is that right? — A. That is right, what the log says.

5194. Q. Is the log right?— A. The log is right.

5195. Q. Now you have told us the other day that the collision happened at three
o'clock? — A. Well about three o'clock.

5196. Q. Well, if you like, about three o'clock — am I right in saying — I have before
me the engineer's log — I want you to follow me now, because I am now coming to the
engineer's log, and I will tell you what is in it so that you may appreciate my question.
The engineer's log tells us that full speed was kept until three o'clock, and full speed
astern just before the collision happened was given at five minutes past three o'clock.
Do you see? — A. Yes.

5197. Q. Now if the lights were entirely hidden at 2.50, you were travelling on
at your full speed, were you not, for five minutes, although you could see that the lights
were entirely shut out? — A. But the time by the engine-room clock and the time by
my log might not be entirely the same.

5198. Q. No, but I am putting them the same? — A. They are shown by two
different clocks.

5199. Q. That seems to you possibly to be an excuse, but it does not seem to me
that it is a good one? — A. I mean this, that the chart-room clock and the engine-room
clock were not entirely the same time.

5200. Q. You are quite right, did you know that ? — A. I don't know what was the
difference between them.

5201. Q. But the difference is five minutes. And my point is this: I am not
troubling for the moment about that time, but at two-fifty the lights were entirely
hidden were they not? — A. Yes.

5202. Q. Ten minutes later, according to your time, the collision happened? —
A. Yes.

5203. Q. So I have my ten minutes, you see, and then I look at the engineer's log
and I find that until three o'clock the engines were being worked at full speed, astern,
and in thirty seconds the collision happened. There I have an interval of five minutes,
you see. In other words, your engines were kept going at full speed, until within five
minutes of the collision? — A. No, I don't think so.

5204. Q. Well, there is a slow, yes don't you think that is right ? — A. No,

I do not.

5205. Q. It would not have been right if you had seen the lights entirely hidden
to go on at your full speed, would it? — A. No, and I didn't do it.

5206. Q. Well, the rest is argument, and we can see later on. However, you say
it would not be right, and you didn't do it? — A. No.

5207. Q. Because to run into a fog at your full speed is quite wrong, isn't it? —
A. It is.

5208. Q. Very well then, I will read on what I find in your log. It says in this
document 'At 2.50 there was considerable fog' and with that you agree, I understand;

TOFTENES.

EMPRESS OF IRELAND— STORSTAD COLLISION 311

SESSIONAL PAPER No. 21b

at 2.50 there was considerable fog? — A. The fog would be about six or seven miles
away from me then, because that is the distance off that the lights were hidden.

5209. Q. And then it says ' Three a.m., course steered west by south/ and at
three o'clock, ' collision with another steamer.' And then, in another part of the

log .... the log rather jumps about it says ' 2.30 a.m. saw steamer's top lantern

about two points on the port bow. Immediately after, her green side light.' Did you
see her green side light immediately after seeing her top lantern ? — A. Well to the best
of my recollection it was some minutes afterwards.

5210. Q. Is it usual to pick up a green light only about a minute after seeing
a top lantern? — A. It depends on the condition of the air, and the lights.

5211. Q. Well, you have no complaint about the lights of the Empress, have you?
— A. No, I have not.

5212. Q. With regard to the condition of the affairs, when you first saw the lights
of the Empress was it a fine clear night?— A. It was fine and clear where we were,
where my ship was.

5213. Q. And how far off did you see the masthead light of the Empress ? — A.
I guess about six or seven miles off.

5214. Q. Did you immediately after see her green light? — A. I can't say how
long after it was, but some time afterwards, a little afterwards.

5215. Q. I am reading your log, you know. And then you see you say that you
saw her change her course and show her red side-light about one and a half points on
the port bow, therefore red to red ?

' Storstad's course was held steady, unchanged. A few minutes later the
other steamer's lights were hidden in a fog-bank. Storstad was herself in clear
weather and a long whistle signal was heard, which was answered by a similar
one. At the same time the speed was slowed down to slow. Now the Storstad
also came into the fog. Immediately afterwards the .engines were stopped and
the ship was so steering as to keep her on her course. At the same time, three
short blasts were heard from the other boat on the port side which was answered
by a long blast. About five minutes after the engines were stopped, the course
being against the down-flowing current, her speed was so greatly reduced that
it was feared she would swing to port. To prevent this," the port helm was
ordered. However, it turned out that the vessel's speed was so greatly reduced
that its course was not altered.'

5216. Q. There is nothing in this document to tell anybody reading it that the

helm was hard-a-port I don't find the word ' hard-a-port ' in this document?

— A. No, because that is a thing I didn't know about.

5217. Q. So when you wrote up this document you had not even been told your-
self that the helm had been put hard-a-port? — A. I must not have been, because if I
had been I would have written it.

5218. Q. That does not necessarily follow, you know? — A. If I was to write the
truth I would.

5219. Q. Is it a fact that when you wrote up this document you had never been
told that your helm had been put hard-a-port ? — A. I can't remember now, but I don't
think I have been told.

5270. Q. I don't find it here?— A. Then I wasn't told.

5271. Q. When it did come to your knowledge were you surprised? Hard-a-port
in a fog? — A. By the way the ship kept, I don't think I would be very much surprised.

5272. Q. All you wanted to have done, you the navigating officer, was to have
your helm put a-port? That is all you wanted? — A. That was my orders.

5273. Q. And if the order was carried out, that would satisfy you? — A. So far
it did satisfy me.

TOFTENES.

312 MARINE AND FISHERIES

5 GEORGE V., A. 1915

5274. Q. You were satisfied? — A. Yes.

5275. Q. Can you conceive of any reason why this other gentleman put the helm
hard-a-port ? — A. I think he said the reason himself. He didn't tell me it.

527G. Q. Well what was the reason he told us you said you thought he said

the reason himself? — A. I didn't hear his exact answer to that.

5277. Q. Well then, you proceed in your log and tell much the same story that
you have told us here?

Lord Mersey. — I haven't quite caught just when this log was written up?

Mr. Aspixall. — I was going to ask him that, my Lord.

5278. Q. Then, Mr. Toftenes, you go on, and in substance the story is the same
as you have told in the box? — A. Yes.

5279. Q. I want to call your attention to the last part : ' The other steamer, how-
ever, proceeded with so much speed ahead ' my Lord, it is at page 148 the last

part of the page 'the other steamer, however, proceeded with so much speed

ahead, the bow of the Storstad, was twisted over to port, such as is now known \
What did you mean by these last words 'Such as is now known'? — A. The way the
bow shows now, that is what I meant by it.

5280. Q. Now, I want you to tell me a little more about this document, Mr.
Toftenes, when did you write it up? — A. Some time the same day, in the afternoon I
think it would be.

5281. Q. I want it a little more precisely than that — you think it was the same
day ? — A. It was the same day.

5282. Q. About what time? — A. I am not sure, I couldn't say that now.

5283. Q. Well, I want you to try? — A. It would be about five o'clock in the after-
noon or perhaps later, I don't remember the time now.

5284. Q. About five o'clock in the afternoon? — A. Or later.

5285. Q. Where did you write it? — A. Aboard the Storstad.
528G. Q. In what part of the Storstad? — A. In my own cabin.

5287. Q. Was anybody present when you wrote it? — A. Not then.

5288. Q. What do you mean by the answer: not then? The question is, was any-
body present when you wrote it? — A. No.

5289. Q. Then the answer is no?— A. No.

5290. Q. Had you had a talk with anybody before you wrote it up? — A. Yes.

5291. Q. With whom?— A. The captain.

5292. Q. With anybody else? — A. I was talking to several, but I couldn't say now
who they all were.

5293. Q. Did you have any talk with Mr. Saxe? — A. Oh, yes, I should say he would
have been talking about it, but I can't say now just what we spoke of.

5294. Q. Lie was your brother officer on the bridge? — A. Yes.

5295. Q. Surely you would have a talk on the bridge? — A. Yes, sure we were
talking.

5296. Q. Did he tell you anything about the helm having been put hard-a-port by
him? — A. I can't remember that now.

5297. Q. Oh, but think? — A. There is no use thinking; I don't remember it.

5298. Q. Did it occur to you that the helm being put hard-a-port may be an import-
ant matter in this case? — A. No, not very.

5299. Q. Not very important ?— A. No.

5300. Q. Somewhat important? — A. I don't see there would be much importance to
attach to it.

5301. Q. You don't .think there is ?— A. No.

5302. Q. Now, you had a talk with Saxe and had a talk with the captain? — A. Yes.

5303. Q. Did you make any rough draft on any scraps of paper before this was
entered in the book ? — A. Yes.

TOFTENES.

EMPRESS OF IRELAND— STORST AD COLLISION 313

SESSIONAL PAPER No. 21b

5304. Q. Where are those scraps of paper? — A. I don't know.

5305. Q. What?— A. I don't know. They may be on board the Storstad. I
expect they are.

5306. Q. They may be on board the Storstad?— A. Yes.

5307. Q. Do you know where they are? — A. No, I didn't save them.

5308. Q. Did it occur to you that it might be desirable to keep those rough bits
of paper? — A. No, it did not at the time occur to me, no.

5309. Q. You see there had been a very serious collision? — A. Yes.

5310. Q. A ship had been lost?— A. Yes.

5311. Q. And many lives lost? — A. Yes.

5312. Q. Apparently in the engine room department they kept their rough scraps
of paper? — A. I have my scrap-log too.

5313. Q. But where it is now you don't know? — A. It was given over to the Nor-
wegian Consul as far as I know.

5314. Q. Can't you remember?

Mr. Haight. — I can inform my learned friend that Mr. Newcombe has it.

By Mr. Aspinall:

5315. When did you write up the scrap log, Mr. Toftenes? — A. I don't know
exactly.

5316. Q. Well where did you write it up? — A. I can't tell you now exactly where
I sat writing them up.

5317. Q. I should like to know? — A. 1 usually write up a scrap log in the chart-
room.

5318. Q. But on this occasion I want to know what happened. You usually write
it up in the chart-room, you say? — A. Yes.

5319. Q. That is your usual practice? — A. Yes.

5320. Q. Did you follow that practice on this occasion? — A. As far as I remem-
ber that scrap log was written up in the chart-room.

5321. Do you mean you did write it up in the chart-room? — A. That log, yes.

5322. Q. Then the answer to my question is yes? — A. Yes.

5323. Q. That is a book which I now see Mr. Newcombe producing? — A. Yes.
5324. — Q. Then in addition to the books I believe there were also some scraps of

paper? — A. Yes.

5325. Q. I should like to see the scraps of paper? — A. I am sorry I haven't
them, sir.

5326. Q. Well, is this scrap log, which has just been produced by Mr. Newcombe,
the same as the ship's log?

Lord Mersey. — Just a moment, Mr. Aspinall, let me understand. Where is the
ship's log itself? I have, at present, an agreed translation of it, but I haven't the
log. Is that the ship's log, in that black book that you have in your hand now, the
original ship's log.

Mr. Aspixall. — Yes, my Lord.

Lord Mersey. — lias it been already put in evidence?

Mr. Aspinall. — Yes, my Lord.

Lord Mersey. — And is it marked?

Mr. Haight. — Yes, my Lord, as Exhibit No. 15.

Lord Mersey. — Now there is, I understand, in addition to the ship's log, a scrap
log as well.

Mr. Aspixall. — Yes, my Lord.

5327. Q. That document you have in your hand is the scrap log, is it not, Mr.
Tofternes?— A. Yes.

TOFTENES.

314 MARIXE AND FISHERIES

5 GEORGE V., A. 1915

Lord Mersey. — Is there in addition to the black book, which is Exhibit No. 15,
also a scrap log in existence?

Mr. Haight. — Yes, my Lord, he has it in his hand.

Lord Mersey. — Then that is so.

Mr. Haight. — Yes, my Lord.

Lord Mersey. — Is that in evidence?

Mr. Tasciiereau. — Not yet, my Lord.

Lord Mersey. — Lie has it in his hand, I understand.

Mr. Haight. — Yes, my Lord.

Lord Mersey. — Then let it be marked.

(The scrap-log is produced andj marked as Exhibit No. 17.)

Lord Mersey. — Is there a. translation of that?

Mr. Haight. — No, my Lord, I believe not. We will have it translated and
handed up.

By Mr. Aspinall:

5328. Q. Now, Mr. Toftenes, am I right in this that the scrap-log gives you the
material which 'enables you to write up the ship's log? — A. Yes, in usual custom.

5329. Q. Now, if that is right we ought to find in this scrap-log, which I have
not had an opportunity of seeing before, the materials which enabled you to write up
this somewhat lengthy document with regard to this collision, in the ship's log? — A.
No, he wouldn't find that.

By Lord Mersey:

5330. Q. Answer the question, please — the scrap log is kept by you? — A. Yes.

5331. Q. And it is in your handwriting? — A. Some of it.

5,332. Q. But it is kept by you? — A. It is kept by the officer on the watch.

5333. Q. And it is from that log that you write up the ship's log? — A. Yes.

5334. Q. Afterwards?— A. Yes.

533/5. Q. Now, then, Mr. Aspinall is asking you whether in the ship's log you
find anything different from what you find in this scrap log? — A. You will find all
the same* in the ship's log what you find in the scrap log, but you might not find all
in the scrap-log that you find in the ship's log.

5336. Q. Then there are things in the ship's log which do not appear in the scrap
log? — A. That is so, my Lord.

By Mr. Aspinall:

5337. Q. And I understand Mr. Toftenes that you agree with me that the ship's
log, as a rule, is written up from the information and statements in the scrap log? —
A. Yes.

5338. Q. That is the practice on board ship, isn't it ?— A. Yes.

5339. Q. Then you make some statement that I wouldn't find it all in the scrap
log — I have only just glanced at it, but there looks to me to be very little at all in the
scrap log on this occasion? — A. There is nothing specially about the collision.

5340. Nothing specially about the collision? — A. No, there is nothing specially
in it about the collision.

Mr. Haight. — Mr. Newcombe has had the book in his possession. We know very
little about it.

Lord Mersey. — May I look at the scrap log?

Mr. Aspinall. — Certainly, my Lord.

Lord Mersey,— Show me the page of the scrap log where the entries of this night-
are made.

TOFTENES.

EMPRESS OF IRELAND— STORSTAD COLLISION 315

SESSIONAL PAPER No. 21b

The "Witness. — There it is, my Lord.

Lord Mersey. — Well, go on, I can't make much of it.

Mr. Aspinall.* — My Lord, I don't think I have anything more to ask abont the
log. I have no donbt that some time soon I shall get a translation from Mr. New-
combe or somebody else, and then I will know more about it.

Lord Mersey. — And you want to examine him later on?

Mr. Aspixall. — Yes, my Lord.

Lord Mersey. — You haven't a translation of this scrap-log, Mr. Haight?

Mr. Haight. — My understanding is, my Lord, that our ship log contains an exact
copy of the scrap log, starting with the entries 'at 11.30 we passed Matane light two
and a half miles off; at 1.35 a.m. Metis light abreast, four miles off; after passing
Metis light we steered courses west three-quarters south, deviation one-half point
east, correct magnetic course west one-quarter south, five miles ' etc. Now these
entries, your Lordship, may perhaps be not so fully entered in the scrap as they appear
in the official log.

Lord Mersey. — I daresay, but it doesn't help very much. Can Toftenes come and
stand here on a level with the bench for a few minutes ?

The Witness. — Yes, my Lord.

Lord Mersey. — Well, come and stand here. What is this, now?

(Lord Mersey here interrogated the witness in a conversational tone for a few
moments, which questions and answers he instructed the reporter not to take down.)

Lord Mersey. — Now I want you, Mr. Aspinall, to look on the right hand side of
the scrap log, and you see there is a space which is intended for general observations.

Mr. Aspinall. — Yes, my Lord.

Lord Mersey. — The top of that column, on the right-hand side, is occupied with
events that happened on the 28th of May, and it is not until you come to half-way down
the column that you come to events on the 29th ?

Mr. Aspinall. — Yes, my Lord.

Lord Mersey.— And then when you get to about that place you see an entry which
is timed 2.50?

Mr. Aspinall. — Yes, my Lord.

Lord Mersey. — And then you will see an entry afterwards which is timed 1.30?

Mr. Aspinall. — Yes, my Lord.

Lord Mersey. — Wrell I was asking him how it comes about that there was an entry
after 2.50, which is ten minutes to three, and the other entry is timed at 1.30, which
is half -past one, that is the subsequent entry?

Mr. Aspinall. — Yes, my Lord.

By Lord Mersey:

5341. Q. And what was your explanation just now? — A. That is a thing that is
put in there afterwards.

Lord Mersey. — His explanation is that the 1.30 entry was put in afterwards. I
don't understand it, but I thought you might question him on it.

Mr. Aspinall. — Yes, my Lord.

5312. Q. Now the usual way of writing up a scrap-log is this, that you have the
book in the chart-room? — A. Yes.

5313. Q. Lying on the table ?— A. Yes.

5341. Q. And you have a pencil there and parallel rules and a chart? — A. Yes.

TOFTENES.

316 MARINE AND FISHERIES

5 GEORGE V., A. 1915

5345. Q. And when anything of importance happens you write it down as it hap-
pens?— A. I do.

5346. Q. That is the way it is done? — A. Yes, it is.

5347. Q. Well you see his Lordship has pointed this out to me — what appears here
is that at 2.50 there is an entry here with regard to the bearing of Father Point? — A.
Yes.

5348. Q. You remember that?— A. Yes.

5349. Q. And then the next entry is an entry relating to something which happened
at 1.30, that is an hour and twenty minutes or so before that? — A. Yes, that is right.

5350. Q. Now what is that entry at 1.30 — I want you to read it? — It states when
I first noticed the fog.

5351. Q. Oh, I see, when you noticed the fog? — A. Yes.

5352. Q. Can you translate it for me? — A. Yes, 1.30

5353. Q. Well what follows there? — A. It started to become hazy over the land — ■
commenced to become hazy over the land. That is about the direct translation.

5354. Q. Now in the ship's log, it is much the same. I will read it to you : 'At 1.30
it commenced to become hazy over the land.' And then the next entry in the ship's
log is ' fog came out over the river.'

5355. Q. Shall we find that in the scrap log? — A. I am not sure, I can't tell you
sir, I haven't looked.

5356. Q. Will you just look and see? — A. No, that is not there.

Mr. Haight. — May the witness read all the entries there are in the scrap-log right
into the record?

Lord Mersey.— By all means.

By Mr. Haight:

5357. Q. Well, Toftenes, begin your entries at 12 o'clock and read everything
you have.

Lord Mersey. — Well we don't want the barometer readings and everything like
that.

Mr. Haight. — Oh no, but begin at 12 o'clock and read the entries.

A. Just the remarks column, ' 1.35 Metis Point abeam, four miles off; 2.50, Father
Point bearing South-west I South, about six miles off; 1.30 commenced to be foggy or
hazy over the land.'

By Lord Mersey:

5358. Q. How did you come to write into that scrap-log an entry of something
that had occurred at half-past one after you had already written in the log some-
thing that happened at ten minutes to three? How did that come about? — A. I am
not sure. I could not say how it came about.

5359. Q. Is it true that the entry under one-thirty was written in after the colli-
sion?— A. Yes, all that has been written in — well not all, but some of that has been
written in after.

5360. Q. The entry under 2.50 was not written in after, was it? — A. No, that
was before.

5361. Q. That was written in about ten minutes before the collision? — A. Yes,
about that.

53G2. Q. But the 1.30 entry was written in after the collision ?— A. Yes, that is so.

By Mr. Aspinall:

5363. Q. Is there any more? — A. Yes, there is.

5364. Q. Eead it please.— A. About 2.50 Father Point light was hidden in fog.
That is all.

TOFTENES.

EMPRESS OF IRELAND— STORSTAD COLLISION 317

SESSIONAL PAPER No. 21b

5365. Q. Was that written after the collision? — A. Yes, that was written after.
5866. Q. Why didn't you write those things up in the scrap-log as they occurred
that night?

Witness. — About the collision?

5367. Q. No, not about the collision 2.50 is before there was a collision?

-A. Yes.

5368. Q. And I suppose at 2.50 you thought there was no risk of collision? — A. I
did not.

5369. Q. It would have been quite easy for you to have walked into the chart-room
and written it down ? — A. Yes, but the things had very little significance then.

By Lord Mersey:

5370. Q. But this is getting a little complicated — are there two entries in the
scrap-log marked 2.50? — A. Yes.

5371. Q. Well one of them, the first of them, was entered before the collision?—
A. Yes.

5372. Q. And the second one is marked the same time? — A. About 2.50 the second
was.

5373. Q. Well the second is entered as about 2.50, but it is entered after the col-
lision?— A. Yes.

5374. Q. And was put into your book after the collision? — A. Yes

By Mr. Aspinall:

5375. Q. When you made the first 2.50 entry you went into the chart-room for
the purpose of doing it before the collision had happened? — A. I didn't put it down
That was the third mate.

5376. Q. Well somebody went in and did it?— A. Yes.

5377. Q. Is that all that we can find in the scrap log relating to this matter?—-
A. That is all — well I don't know. No, that is all.

By Lord Mersey:

5378. Q. The remainder is of no importance? — A. No, sir

By Mr. Aspinall:

5379. Q. When you made those entries in the scrap log after the collision had
happened, at what time of the day did you make these entries? — A. About eight or
nine o'clock in the morning.

5380. Q. Are you sure? — A. No, I am not sure of the time; about that.

5381. Q. Were they made about the same time that you wrote up the ship's log?
A. No, before that time.

5382. Q. Did you have a talk with the captain? — A. Oh, I must have been speak-
ing with him before that, but what was said or when that happened I couldn't say
anything about.

5383. Q. Now what was the reason why you put in these two entries of 1.30 and
2.50 after the collision had happened? — A. At times like that you are always liable to
forget, and I noted them down. I thought they might be of importance

5384. Q. To help your memory afterwards? — A. Yes.

By Mr. Haight:

5385. Q. Please open at your scrap entries again? — A. Yes.

5386. Q. Do they show the courses that you were steering up to the time of the
collision? — A. They do.

5387. Q. I want you please to read from your scrap log your courses, and also
to read all the other entries that you have been talking about which you made before

TOFTENES.

318 MARINE AND FISHERIES

5 GEORGE V., A. 1*15

the collision so that we will have it consecutively. Read nothing you made after thp
collision.

Witness. — How far back do you want?

5388. Q. Give your courses first.
Witness. — From Metis Point?

Counsel. — Yes, from Metis Point. — A. West one-quarter south magnetic.

By Lord Mersey:

5389. Q. At what point of time are you starting? — A. 1.35.

Lord Mersey. — But you know there is something before that, there is 1.30

Mr. Haight. — I am asking him to read the entries he made before the collision
occurred. That 1.30 entry was made afterwards.

Lord Mersey. — The thing is complicated in this way that he made certain
entries before 'the collision occurred.

Mr. Haight. — Yes, my Lord.

Lord Mersey. — And these entries were of course timed before the collision
occurred, but he also made at all events, one entry and probably two after the entry
occurred.

Mr. Haight. — Quite so.

Lord Mersey. — Which are also timed before the collision occurred?

Mr. Haight. — Yes, my Lord, and that is why I was asking him to read first only
the entries made before the collision occurred, so there would be no doubt about which
they were.

5390. Q. Starting at Metis Point, give me your courses and all other entries
you have there — is there an entry there ' Metis Point abeam V — A. Yes, 1.35, Metis
abeam, four miles off.

5391. Q. Are your courses given from Metis? — A. Yes.

5392. Q. Read them please? — A. West I south magnetic, six miles.

5393. Q. Are you reading me the whole course, or does your record show the
steered course and the deviation? — A. Yes.

5394. Q. Now look at me — 1 want everything in the scrap — I don't want you to
leave out anything after 1.35. Don't edit it, but translate it? — A. It is 'west three-
quarters south, six degrees deviation, west one-quarter south, magnetic, six miles.'

5395. Q. Right — now the next? — A. Then west by south and the same deviation,
that is west half south, five miles. And west by south, the same deviation, west by
south, no distance.

5396. Q. No distance? — A. No, the distance is uncertain.

5397. Q. Go on, there are some other entries that you made before the collision ?
— A. You mean the remarks here, what I read before.

|5398. Q. Everything you wrote before the collision on your watch? — A. That is
1.35, Metis Point abeam, four miles.

5399. Q. You have read us that? — A. Yes.
• 5400. Q. And then? — A. Father Point, south-west -} south, six miles off. Then
1.30, commenced to be hazy over the land.

5401. Q. Now wait, I want you to read only the entries you wrote before the
collision.

By Lord Mersey:

5402. Q. You know you didn't make that entry before the collision occurred?
— A. No, your Lordship, I did not.

' J TOFTENES.

EMPRESS OF IRELAXD—STORSTAD COLLISIOX 319

SESSIONAL PAPER No. 21b
By Mr. Haight:

5403. Q. Now, will you please read over the entries you made in the scrap log
after the collision occurred? — A. Well, that comes up to the next day. Will I read
it all?

5404. Q. No, during your watch? — A. Oh, during my watch, that is '1.30 it
commenced to be hazy over the land. About two o'clock Father Point was sighted;
and about two-fifty the same was hid in a fog.'

5405. Q. What was hidden?— A. Father Point light.

5406. Q. Now is that all you wrote after the collision? — A. That is all.

Lord Mersey. — What about the two-fifty, the second two-fifty — A. That is what
I read last time, my Lord.

Mr. Haight. — He says about 2.50 Father Point light was hidden.

Lord Mersey. — But that was written in the scrap log after the collision?

Mr. Haight. — Yes, my Lord.

5407. Q. Have you read now every entry that the scrap log contains which you
wrote up after the collision? — A. Yes.

5408. Q. And what you wrote after the collision begins with the entry : * 1.30
commenced to be hazy over the land?' — A. It does, sir.

By Lord Mersey:

5409. Q. I am sorry to have to repeat this so often, but is it true that after the
collision took place you entered in your scrap log three notes? — A. I did, sir.

5410. Q. Now let me see whatj! understand these three notes to have been —
' Two o'clock saw Father Point lisrht ' — you put that in the log after the collision? —
A. Yes.

5411. Q. And ' 1.30 commenced to be hazy over the land, and foggy ?' — A. Yes.

5412. Q. You put that entry in your scrap book after. the collision? — A. I did.

5413. Q. And then ' 2.50, lights on the land were entirely hidden ' ? — A. My

scrap log says : ' Father Point light was hidden.'

5414. Q. Very well, the lights at Father Point were entirely hidden. You wrote
that in the log after the collision — A. I did.

5415. Q. Although all these hours, nearly two o'clock, 1.30, and 2.50 were hours
before the collision? — A. Yes.

By Sir Adolphe Bouthier:

5416. Q. Were these entries made by memory? — A. By memory.

By Lord Mersey :

5417. Q. When did you make these three entries in your scrap log? Did you
make them all at one time? — A. I do not remember that now; I believe I did.

5418. Q. What time was it, do you think, at which you made these entries? — A.
It would be some time in the forenoon of the same day.

5419. Q. On the 29th of May?— A. The 29th.

5420. Q. Where were you when you made them? — A. In the chart room.

5421. Q. Who was with you? — A. I could not say.

5422. Q. Did you make them after you had talked the matter over with the cap-
tain?— A. No, I do not think we did talk all of it over then.

5423. Q. Did you talk any of it over? — A. Yes, we would be sure to do that.

5424. Q. And you talked something over when you were making these entries in
the scrap log? — A. That is a thing I would not say for certain; I do not believe I did.

5425. Q. Why did you interpolate in this scrap book these three entries we have
spoken about? — A. Because it was times that I thought might be of importance later.

5426. Q. Because it was what ? — A. It was entries and times that I thought might
be of importance later and I would not forget them.

TOFTENES.

320 MARINE AND FISHERIES

5 GEORGE V., A. 1915

5427. Q. When? — A. Concerning the collision.

5428. Q. When there was an enquiry into the collision? — A. Yes, sir.

5429. Q. You thought you had better have these entries in because they might be
important for the purposes of the inquiry? — A.

By Sir Adolphe Routhier:

5430. Q. Where were you in the river when you made these entries ? — A. Between
Father Point and Quebec ; the exact spot I could not say.

5431. Q. Between Father Point and Quebec? — A. Yes.

5432. Q. Where? — A. I could not tell the exact point. We would be somewhere
around Red Island.

5433. Q. When did you arrive in Quebec? — A. I do not remember that either.

5434. Q. Is it mentioned in your log? — A. It will be mentioned in the log; about
1.30 on the afternoon of the 30th.

By Mr. Haight:

5435. Q. When you had made the additional entries in the scrap log you had left
Father Point an hour or two before ? — A. I cannot tell you the exact time but we would
have left Father Point.

5436. Q. You had not gone ashore at Father Point? — A. No.

5437. Q. And nobody came out from the shore to your steamer at Father Point? —
A. No, I do not believe any one. The Lady Evelyn was alongside but I do not believe
that anybody was aboard.

5438. Q. When you wrote in your official deck log were you stopped? — A. No, we
were between Father Point and Quebec.

5439. Q. In other words, the entries in the scrap and the entries in the deck log
later were all made before you reached Qubec ? — A. Yes.

5440. Q. You stated that you wrote out the account of the accident which you
subsequently put in the deck log on scraps of paper first ? — A. Yes.

5441. Q. Why did you write it out on pieces of paper before you put it into the
log? — A. I am not very much used to writing a story so I wanted to see if it looked
like something before I wrote it up.

Lord Mersey. — That is not an uncommon thing to do.

Mr. Haight. — I do not think it is among sailors.

Lord Mersey. — It is not at all unusual to make memoranda on bits of paper.

Mr. Haight. — Not at all.

5443. Q. (To witness:) When I was aboard your steamer did you then have the
original memoranda ? — A. No, I do not remember ; I do not think I had.

Mr. Haight. — My Lord, if you do not mind, I saw something — I cannot tell what —
but he had something. If the court has no objection I will find out what it was. He
did show me something. I thought then that it was the original memoranda and if so I
think it might be still on board the ship, and the witness can go down to Montreal and
get it. I would like to do that if the court will allow me.

Lord Mersey. — What you could do would be to telegraph or telephone.

Mr. Haight. — They are in the mate's room.

5444. Q. (To witness:) You had some sheets of paper when I was aboard your
steamer ? — A. I had some notes.

5445. Q. What were those sheets of paper? — A. They were some of the notes.

5446. Q. You have not destroyed those notes? — A. No, I do not believe I have;
they will still be there.

5447. Q. I will ask you to take the afternoon train, go to Montreal, try to get back
here to-morrow and see if you cannot find those scraps of paper, if His Lordship will
permit it.

TOFTENES.

EMPRESS OF IRELAND— STORSTAD COLLISION 321

SESSIONAL PAPER No. 21b

Loup Mersey. — You do not require my permission.

Mr. Haight. — Your Lordship would not allow me to send him back to the ship two
days ago.

Lord Mersey. — I wanted him here then.

Mr. Haight. — I was afraid that you might want him again this afternoon.

Lord Mersey. — I do not know that I shall.

Mr. Haight. — If he will not be needed I think he could get down and back. Do
you object to this, Mr. Aspinall?

Mr. Aspinall. — No.

Loud Mersey. — When can he be back here?

Mr. Haight. — lie can probably get the 1.30 train to Montreal, be in Montreal
at 6.30, go to his steamer, get the midnight sleeper back and be here in the morning.
Loud Mersey. — I see no objection.
Mr. Haight. — I will ask one or two more questions.
Lord Mersey.— You "must not make him miss his train.
Mr. Haight. — No, my Lord, I will see that he does not miss it.

5448. (Q. (To witness:) Mr. Aspinall has referred to the entries in your scrap log
that at 1.30 it commenced to be hazy over the land and at 2.50 Father Point was
hidden; how soon did the fog work out to your ship after Father Point was shut out?
A. It was about five minutes afterwards.

5449. Q. After the Father Point light disappeared was your ship then in the fog?
A. No.

5450. Q. When did you begin to blow your whistles in reference to the fog? — ■
A. When the fog h,id the lights of the steamer I saw.

5451. Q. When was it that you first slowed your engines, in reference to the fog?
A. It was at the same time — when the fog hid the other steamer.

5452. Q. Now, get your train, hunt for these scraps — every scrap you have
written — get them, get to night's train and be here in the morning. — A. Yes.

Lord Mersey. — You have finished your evidence now, Mr. Haight?

Mr. Haight. — Yes, my Lord, barring the expert evidence.

Lord Mersey. — Mr. Aspinall, you have finished your evidence with the exception
of your expert evidence?

Mr. Aspinall. — Yes.

Lord Mersey. — I understand that Mr. Haight also has expert evidence?

Mr. Haight. — Yes.

Lord Mersey. — There is something I rather want you to do, Mr. Aspinall, — I do
not know whether you can do it in agreement with Mr. Haight — that is to mark the
courses of the two vessels according to the evidence as to their bearings. I do not
know whether I express myself technically.

Mr. Aspinall. — Yes, sir, I think so.

Loud Meusey. — But you see what I want?

Mr. Aspinall. — Yes.

Loud Meusey. — I want to get the directions in which these two vessels were moving
in order to show how far they were clearing each other.

Mr. Aspinall. — Yes.

Lord Mersey. — And I should like that done on a chart and done by somebody
who is capable of doing it. I do not know whether I have explained what I want.

TOFTENES.

216— 21

322 MARINE AXD FISHERIES

5 GEORGE V., A. 1915

Mr. Aspinall. — Yes, my Lord, I think I understand. Mr. Haight, will you try
and follow this ? I think that what is in His Lordship's mind is this : Llis Lordship
has asked if we can do this in conjunction and perhaps we may be able to do it in
conjunction. If we cannot we must try and do it apart, but what His Lordship has
asked is this

Lord Mersey. — You will do that?

Mr. Aspinall. — Yes.

Mr. Haight. — I think that before we try to plot the Empress's course, we will
need more information than the Empress witnesses have yet given us. There are
differences in the times that are difficult to explain. We find the wireless man telling
us that by exact time it was 1.45 and Capt. Kendall says that by his time it was 1.55.
We have no precise statement as to exactly how many minutes she ran on her first
course of N 47 E, and we have really no definite statement as to speed.

Lord Mersey. — Is there not a definite statement on either of these two points?

Mr. Haight. — You remember that the second mate in seniority said that he
thought they ran about 18 minutes on the N 47 E course and then three or four
minutes N 72 E. I thought they would have their throttle open then, but subse-
quently I found that they had not yet got their throttle open.

Lord Mersey.— Their what ?

Mr. Haight. — Their throttle was not yet wide open. The chief engineer, or the
engineer on the watch, states that he had not acquired speed enough to justify the
opening of the throttle.

Lord Mersey.— I have no doubt he did say so, but I do not recall it.

Mr. Hatght— I thought that possibly we could put back Capt. Kendall and the
engineer and have a little more accurate information as to the differences of time from
the deck log showing that the clocks were changed at the same time, the change not
having been explained. We have tried quite hard to plot their course from the evi-
dence now on record and it is really largely guess work — it cannot be done accurately.

Chief Justice McLeod. — If you get the time when the Empress left Father Point,
if you know the course she was heading and if you have it stated practically where
the collision occurred, why can it not be marked?

Mr. Haight. — Capt. Kendall has run his line only a certain distance.

Chief Justice McLeod. — If you were told where the line is that would still be the
course and it can be marked.

Mr. Haight. — But we do not know how far to run it.

Lord Mersey. — I do not think there is any difficulty in marking the course
because we are told what the course was.

Mr. Haight. — But there was a change in it, my Lord.

Lord Mersey. — There was only one change.

Mr. Haight. — It makes a great difference where that change took place.

Lord Mersey. — No doubt it does. If, as you say, you have not got his time right
or the speed at which the vessels were going, that, of course, might make a difference.
Well, I have indicated what the information is I would like to have. If it cannot be
given to us I will tell you what we shall do; we shall do without it.

Mr. Haight.1 — We will do what we can to give it to you.

At 1.10 the Commission rose.

EMPRESS OF LRELAXD—STORSTAD COLLI SIOX 323

SESSIONAL PAPER No. 21b

The Commission resumed at 3.30 o'clock.

Lord Mersey. — There is some witness, I understand, Mr. Xewcombe, that you
desire to call at once so that he may get away.

Mr. Xewcombe. — Yes, my Lord, there are two in that class.

Michel Gagxox, master, Dominion Government steamer Druid, sworn.

By Mr. Newcombe:

5453. Q. You are the master of the Dominion Government steamer Druid? — A.
Yes, sir.

5454. Q. Are you in charge of the placing of buoys and aids to navigation in the
St. Lawrence? — A. Yes, sir.

5455. Q. Have you buoyed the place of the wreck of the Empress of Ireland?—
Yes, sir.

5456. Q. Will you look at this chart and state whether you have marked the posi-
tion there according to cross bearings and sextant angles? — A. Yes, sir, that is very,
very near the place, anyway, if it is not the place.

5457. Q. How did you ascertain where the wreck was lying? — A. "With sextant
angles.

545S. Q. I know, but in the first place you had to find out where the ship was
lying? — A. I didn't discover that myself; the survey boat was there before me.

5459. Q. The survey boat was there taking the soundings? — A. Yes, sir.

5460. Q. And they gave you the position? — A. Gave me the position of the ship,
yes.

5461. Q. And you put down a buoy there? — A. Yes, sir.

5462. Q. Now, where is that buoy? It is right on top of the wreck, or alongside?
—A. It is about 100 feet northeast of the wreck.

5463. Q. One hundred feet northeast of the wreck? — A. Yes.

5464. Q. And that position is indicated by the dot with the circle round it? — A.
Yes, sir, that is the position of the buoy. The ship should be a little farther in;
about 100' feet farther in.

5465. Q. And these are your sextant angles, describing the location of that
buoy indicated on chart ? — A. Yes, sir. (Chart filed as Exhibit ' E.')

5466. Q. Will you state what they are, so that we can have them taken down in
the evidence? — A. St. Elavie church, zero, zero; St. Luce church, 72°, 45'; Father
Point lighthouse, 32°, 50'. If you want the bearings I can give you them, too; I have
them here.

5467. Q. The cross bearings? — A. Yes, sir.

5468. Q. You had better give them. — A. Father Point lighthouse, south 54° west
7 miles; St. Luce church, south 21° west 4 miles.

5469. Q. Do you know how much water there is there ? — A. TJiere are 22 fathoms
alongside the ship; where the buoy is anchored it is 27 fathoms.

5470. Q. Have you any information as to how the ship is lying? — A. Xo sir.
Lord Mersey. — Is this chart marked ' E ' an American chart?

Mr. Xewcombe. — It is one of Bayfield's charts; it is a British Admiralty chart.
Lord Mersey. — How does the point agree with the position marked by the cap-
tain of the Slorstad and by Captain Kendall ? Is it practically the same \

Mr. Xewcombe. — They are different charts, my Lord, upon different scales.

Lord Mersey. — Then you are introducing a great deal of confusion. It is
extremely troublesome to have different persons marking different charts Is it of
any consequence in this case where the vessel is now lying except to conform the
statements of Captain Kendall and the master of the Storstad as to where the acci-

GAGNON

21b— 21J

324 MARINE AND FISHERIES

5 GEORGE V., A. 1915

dent took place? I suppose that the vessel is lying just about the point where the
accident took place.

Mr. Newcombe. — About the point. I do not myself think that it is of very great
consequence to establish precisely where she is lying, but I understood it was desir-
able that we should give the evidence.

Chief Justice McLeod. — There does not appear to be a great deal of difference
in that respect between Captain Kendall and Captain Andersen.

Mr. Newcombe, — No.

Mr. Haight. — I should like if possible to have the position laid off on either
Captain Kendall's chart or the mate of the Storstad' s chart.

By Mr. Newcombe:

5471. Q. This chart which you have produced with the position of the Empress
marked upon it is not the same chart as thait used by Captain Kendall and
Captain Andersen in laying down the position of the wreck as they suppose it to be?
A. No, sir.

Lord Mersey. — Did not Captain Kendall and the captain of the Storstad use the
same chart?

Mr. Haight. — No, my Lord, they have drawn their diagrams, as I understand it,
on different charts.

Lord Mersey. — Then am I to understand that the position has been indicated
upon three different charts?

Mr. Haight. — The same in form; physically they are different.

Lord Mersey. — They are the same prints?

Mr. Haight. — Precisely.

Mr. Newcombe. — (To witness) : Transfer your position as marked on the chart
which you produce to this chart 'C\

Lord Mersey. — Let him retire into some other room and when he has done it let
him come back again.

Witness retired.

Mr. Newcombe.— We have a gentleman here from the Dominion Coal Company.

Lord Mersey. — What is he to tell us?

Mr. Newcombe. — I understand that my learned friends of the Canadian Pacific
Railway Company wish to ask him a few questions with regard to the terms of employ-
ment of the captain and officers.

Lord Mersey. — I do not want to ask anything.

Mr. Newcombe. — I do not want to ask anything.

Lord Mersey. — Do you, Mr. Aspinall?

Mr. Meredith. — The only question I would ask him would be as to whether the
officers on the Storstad received anything in the way of gratuities.

Lord Mersey. — We have been told that they did not.

Mr. Meredith. — I should like to ask Mr. Mclsaac, who is the head of the Dominion
Coal Company so far as shipping is concerned, whether that is correct or not. That
is the only question I wish to put to him.

Lord Mersey. — The persons who would be interested in that would be the ship
owners. Of course the Dominion Coal Company would also be interested in it; if you
think it is of any importance, let the gentleman come to the box.

Mr. Meredith. — I think it is important; I wish to ask him only one or two

questions.

GAGNON.

EMPRESS OF IRELAND— STORSTAD COLLISION 325

SESSIONAL PAPER No. 21b

J. R. McIsaac, General Traffic Manager, Dominion Coal Company, sworn.

By Lord Mersey:

5472. Q. What position do you occupy in connection with the Dominion Coal
Company? — A. I am general traffic manager.

5473. Q. Does the company pay any bonus or gratuity to the captain or any of
the men on their steamers for making a quick voyage ? — A. No, my Lord, but I think
I should explain something, if you will allow me. Our trip report instructions to
captains, Rule 13 reads:

'13. When a vessel sustains damage at any berth, except at company's coal
piers Sydney or Louisburg, or at Wellington Basin, Windmill Point, or
Hochelaga Towers, Montreal, or at the company's discharging plants, Quebec,
Three Rivers and St. Johns, captains are requested to either have party at
fault repair damage at once, if it can be done without delaying the vessel, or
to agree in writing that he is responsible, and will pay for damage and state
in writing what the damage is and what it will cost in money to make the
same good (captain will see price is correct), and send statement to general
traffic manager, so he may collect money from party at fault. Captains should
protect company's interest in damage matters as against outside stevedores
and companies with the same zeal as they display in protecting their owner's.
To captains who safeguard its interests in this and other matters, the com-
pany pays a gratuity.'

This is a universal practice in connection with chartered boats.
Lord Mersey.— I see another provision here, as follows:

' Captains are reminded of the importance of making every moment count,,
and the necessity for being energetic in pushing their work along. If any
delays occur, through the fault of companies, officers or employees, do not
hesitate to report same promptly to superintendent of shipping. When re-
quested, such reports will be treated confidentially.'

Then another:

' Please show below all delays on the trip, stating where they occurred, du-
ration, cause, whether for pilot, customs, tug, doctors, bills of lading, clearance
papers, cargo, cars, lighters, stevedores, orders, storm, fog, darkness, tide, etc..
and who, if any person, is at fault. State whether on outward or homeward
voyage or at loading or discharging port.'

Have you anything more to say ? — A. No, my Lord.

By Mr. Meredith:

5474. Q. In Rule 13 of the Instructions to Captains which you have read, Mr. Mc-
Isaac, which speaks of the gratuity, is that gratuity worked out on the tonnage that is
carried by each ship ? — A. It is on so much per ton, yes.

5475. Q. Carried by each ship? — A. Yes.

" 5476. Q. So that the greater the number of tons carried on a ship by any one
captain, the greater his gratuity, if gratuity he gets. — A. The slow steamers get the
same rate as the fast boats.

5477. Q. The slow steamers get the same rate? — A. Yes, the same rate.

5478. Q. The greater the tonnage carried by any steamer, the greater the gra-
tuity, if you allow any gratuity ? — A. It depends on the time the steamer is on charter.
Some boats are only on charter for one trip, some others for a month and some others-
for the season.

McTSAAC

326 MARINE AND FISHERIES

5 GEORGE V., A. 1915

5479. Q. I do not know that we understand each other. Supposing you take two
ships that are on charter for one month. The captain of the steamer that carries
and lands the greater amount of tonnage during the month will get the greater gra-
tuity, if you give him any at all; isn't that so? — A. Yes, the more coal, there is no
doubt, that is carried in the season, or in the period, the more the gratuity amounts
to.

5480. Q. If that gratuity is allowed, who does it go to? What I mean is; does
it go alone to the captain and certain of the officers and certain of the engineers ? — A.
It is given to the captain and one of the officers and one of the engineers.

5481. Q. And Captain Andersen, who has been examined in this case, was the
master of the Storstad. — Had he before this made any trips for your Company from
Sydney to Montreal ? — A. Yes, sir.

5482. Q. Was he furnished one of these papers; they call it here ' Captain's Trip
Keport,' and, on the back, ' Instructions to Captains.' Did he, on his return from
Montreal to Sydney, fill in this captain's report with these instructions on the back? — ■
A. Yes.

5483. Q. Have you got that with you? — A. I have, yes, sir.

Mr. Meredith. — May I be allowed to file either the blank which has been spoken of,
or this report ?

Lord Mersey. — Of course you shall.

The Witness. — I prepared to take it with me, but evidently I have left it in the
hotel.

By Lord Mersey :

5484. Q. When the captain got to Montreal on this particular trip, did he fill up
one of these forms ? — A. He made out one of these forms.

5485. Q. Has it anything in it relating to the damage? — A. It was the previous
trip's report.

5486. Q. I am asking you about this particular trip. Did he ever fill out one of
these forms with reference to this trip that we are enquiring about ? — A. No, my Lord.

5487. Q. Why didn't he, because she arrived, you know, with her cargo. — A. The
trip report is made after the steamer arrives at the mines.

5488. Q. At Montreal? — A. The voyage is completed at the mines at Sydney; the
voyage begins at Sydney and ends at Sydney.

5489. Q. Oh, I see; the trip consists of going from Sydney to Montreal and then
going back to Sydney.' — A. Yes, my Lord.

5490. Q. This ship on this voyage never did go back to Sydney? — A. No, my Lord.

5491. Q. She is still lying at Montreal, and therefore the opportunity of making
the return did not arise? — A. Exactly.

5492. Q. Now, then, you have some returns, as I understand, of previous voyages ?
— A. Yes, my Lord.

5493. Q. But you have not them with you? — A. No, I intended to bring it but I
left it.

5494. Q. How long would it take you to get them? — A. About five minutes.

5495. Q. Then will you occupy the next five minutes in finding them?

Witness retired.

McISAAC.

EMPRESS OF IREL1XD— STORSTAD COLLISION 327

SESSIONAL PAPER No. 21b

Captain Pouliot, of the D.G.S. Lady Evelyn, sworn.

Examined by Mr. Newcombe :

5496. Q. You are the captain of the Canadian Government steamer, Lady
Evelyn? — A. Yes, sir.

5497. Q. You went to the assistance of the Empress on the night of the 29th of
May? — A. Yes, sir.

5498. Q. That would be Friday morning, May 29th?— A. Yes, sir.

5499. Q. You were called by telephone and informed by the wireless operator at
Father Point that the Empress was asking for assistance, sinking? — A. Yes, sir.

5500. Q. The position was given 20 miles from Father Point; couldn't specify
whether east or west — that is according to your statement? — A. Yes.

5501. Q. Now will you tell at what time you received that message? — A. When I
left the telephone it was 2.12.

5502. Q. 2.12 ship's time?— A. Ship's time.

5503. Q. Would that be right Montreal time?— A. Well, we generally keep
eastern standard time there.

5504. Q. Then what did you do when you got this message at the telephone? — A.
I gave orders to call up every man of the crew.

5505. Q. Where was the ship then? — A. Lying at Eimouski- wharf.

5506. Q. You ordered all hands to be called?— A. Yes.

5507. Q. And the firemen? — A. Every fireman to be sent on duty.

5508. Q. Chief engineer? — A. The chief engineer was informed by me of what
had happened to the Empress.

5509. Q. Did you get up steam as quickly as possible? — A. We did, sir.

5510. Q. You received another message at 2.25? — A. At 2.25 they gave me the
position of the Empress; that is, they told me it was east of Father Point.

5511. Q. That message came from the captain of the Eureka? — A. Yes, sir.

5512. Q. That the Empress was east of Father Point, and also that the Empress
did not answer the wireless calls? — A. Yes, sir.

5513. Q. What time did you get away ?— A. We left at 2.45.

5514. Q. At 2.45 you left Eimouski wharf; at what time did you arrive at the
place of disaster? — A. About 3.45.

5515. Q. What did you find when you got there? — A. We could see nothing of
the Empress.

5516. Q. The Empress was gone? — A. The Empress was gone.

5517. Q. Was it clear weather then? — A. It was clear weather, yes, sir.

5518. Q. You saw the Storstad? — A. We saw the Storstad, and lots of wreckage
on the water; life boats and all kinds of wreckage and lots of floating bodies.

5519. Q. Were the life boats out then looking for the survivors? — A. There were
many boats out then.

5520. Q;. Was the Eureka there then? — A. The Eureka was there, yes sir; she
had arrived a few minutes before.

5521. Q. Her boats were out? — A. Her boats were out.

5522. Q. And the Storstad' s boats? — A. And the Siorstad's boats were out.

5523. Q. Did you put out your boats? — A. Our boats were out immediately after
we arrived; they were ready before our arrival.

5524. Q. How many boats? — A. Two boats.

5525. Q. The boats from the Empress and the Storstad came alongside of your
ship and you took on board some of the survivors ? — A. Four life boats came alongside
of our boat, boats from the Storstad and the Empress.

POULIOT.

328 MARINE AND FISHERIES

5 GEORGE V., A. 1915

5526. Q. Did you take on board the passengers and the crew? — A. Well, we took
one crew on board, five men from one of the Empress boats.

5527. Q. Do you mean to say that these were the only survivors you took on
board?— A. No.

5528. Q. Just tell me what you did do, please? — A. That is, from the life boat;
we took five men from the life boat. After that I got a request from the Storstad to
go and take away passengers, that is, the survivors that they had picked up.

5529. Q. On the Storstad?— A. On the Storstad.

5530. Q. But from the boats, did you only take five ? — A. From the boats, only five.

5531. Q. Then you took the passengers off the Storstad, the survivors who had
been rescued? — A. Yes, sir.

5532. Q. You also with your boats picked up some of the bodies there? — A. Many
bodies were picked up, yes.

5533. Q. How many did you take off the Storstad? — A. The number was given to
me by the pilot of the Storstad, he counted them. The report I gave was 237, but I
have been informed from that pilot since that that the real number was 337.

5535. Q. 337?— A. Yes, and with the Captain, 338.

5536. Q. Did you provide clothing and medicines and attendance for these people?
— A. We did provide everything that we could give on board, medicine and liniment —

5537. Q. How long did you stay there? At what time did you leave the scene of
the wreck? — A. We left at a quarter past five.

5538. Q. And went to Rimouski to land the survivors? — A. Land the survivors.

5539. Q. You left two boats among the wreckage to pick up the bodies? — A. We
left two of our boats there to pick up the bodies.

5540. Q. At what time did you arrive at Rimouski? — A. Six o'clock, I think.

5541. Q. Then did you go back again ? — A. We went back again, yes, sir.
5541^. Q. Leaving there at a quarter to seven? — A. Can I look at my notes?

Lord Mersey. — It doesn't matter whether it was quarter to seven or quarter after
seven.

By Mr. Newcombe :

5542. Q. Then you went back to the wreck? — A. Yes, sir.

5542^. Q. What did you do when you went back to the wreck ? — A. We picked up
bodies.

5543. Q. And you went back again at five minutes past eleven, according to your
statement, to Rimouski? — A. Yes, sir.

5544. Q. At 12.45 you arrived at Rimouski wharf and landed 1^ t bodies ? — A.
Yes, sir.

5545. Q. At 3.55 p.m. you left Rimouski wharf? — A. Yes, sir.

5546. Q. 4.47, back to the wreckage, cruised about looking for more bodies;
turned over all capsized boats you could see, as well as rafts, found two more bodies in
a lifeboat? — A. Yes, sir.

5547. Q. 7.25 p.m., left the place of the. wreck, two bodies in tow, going dead slow ;
9.28 arrived at Rimouski wharf, landed the two bodies and secured the life boats? — A.
Yes, sir.

Lord Mersey. — Any questions, Mr. Haight?

Mr. Haight. — No, my Lord.

Lord Mersey. — Mr. Gibsone, you might like to ask something?

Mr. Gibsone. — No, my Lord, I am quite satisfied.

Witness discharged.

POULIOT.

EMPRESS OF IRELAND— STORSTAD COLLISION 329

SESSIONAL PAPER No. 21b

J. R. McIsaac, Dominion Coal Company, recalled.

(Captain's Report produced and filed as Exhibit "P.")

Lord Mersey. — Do you think this will be useful?

Mr. Meredith. — I think perhaps it may in this way: The first mate stated that
he didn't think the captain got any gratuity.

Chief Justice McLeod. — Mr. McIsaac says that they can under certain circum-
stances.

Mr. Meredith. — Under certain circumstance?. I produce this for what it may
be worth ; that will be a matter for argument later. It shows an incentive to go fast,
at all events.

By Mr. Haight:
554S. Q. As a matter of fact, Mr. McIsaac, had Captain Andersen ever received
a gratuity from your company before this accident? — A. Xot from the Dominion Coal
Company, no.

5549. Q. He was on charter to the Dominion Coal Company? — A. He was on
charter to the Dominion Iron and Steel Company.

5550. Q. He had been running on several trips for the coal company? — A. Dom-
inion Coal Company, yes.

5551. Q. Any gratuity that he would have received for his coal carriage, you would
have eventually paid? — A. That is right.

5552. Q. As a matter of fact, up to the time of the accident, had he run long
enough to call for any payment of a gratuity? — A. We don't pay the gratuity until
the end of the season, or when the steamer is going off the charter.

5553. Q. Is the payment of the gratuity based upon the amount of coal carried
on any voyage, or do I understand that it is on the total dead weight carried? —
A. On the total carried for the time the gratuity is paid for.

5554. Q. Do you happen to know what the dead weight capacity of the Storstad is?
— A. We pay on her dead weight capacity of 10,800 tons.

5555. Q. Would she in your judgment be overloaded if she caried 10,400 tons? — ■
A. No, sir.

Lord Mersey. — Is there any suggestion that she was overloaded?

Mr. Haight. — I do not know, but my learned friends have emphasized the fact
that they pay gratuity on what is carried.

Lord Mersey. — I do not imagine that there was any suggestion that she was over-
loaded.

Mr. Haight. — They evidently thought the gratuity was an inducement to over-
load.

Mr. Meredith. — JSTo, it is an inducement to greater speed.

Mr. Haight. — They have suggested overloading once before.

Lord Mersey. — I do not remember it; (to Mr. Aspinall) : Did you suggest it?

Mr. Aspinall. — Xo, my Lord.

Mr. Haight: — On the occasion of the examination of a previous witness, it was
suggested that the boat, being overloaded, was sluggish, and would not steer properly.

Chief Justice McLeod. — I understood not that she was overloaded but that she
was heavily loaded.

Lord Mersev. — That she was carrying a full cargo.
By Mr. Haight:

."556. Q. Is it true, Mr. McIsaac, that under your form of charter the requirement
for the payment of hire ceases as soon as the vessel is damaged or unable to continue
in the service? — A. That is right; 12 hours or more.

Witness discharged.

McISAAC.

330 MARINE AXD FISHERIES

5 GEORGE V., A. 1915
Michel Gagnon, recalled.

By Mr. Ntwcombe:

5557. Q. Now Captain Gagnon, have you marked the charts? — A. I have marked
them, sir, but all the points which have been used for bearings are not on this chart.
I haven't got St. Luce church and St. Flavie church is not available

Lord Mersey. — I do not know what this gentleman is whispering in your ear.

Mr. Newcombe. — He is saying that the points from which he took his angles are
not shown upon the charts to which he has been asked to transfer the position.

Losd Mersey. — The New York chart is no good to him?

Mr. Newcombe. — He has done the best he can.

Chief Justice McLeod. — We want it right or not at all.

Lord Mersey. — Are you going to suggest, Mr. Haight, or is anybody going to
suggest that the steamer Empress did not go down in the water perpendicularly?

Mr. Haight. — My belief is that she went down within a comparatively short
distance to the northward of where she was struck.

Lord Mersey. — And that she went straight down; she did not steam ahead while
she was under water?

Mr. Haight. — I think not, my Lord.

Lord Mersey. — Then what does it matter?

Mr. Haight.' — As I view it, the place of the wreck is approximately the place of
the collision.

Lord Mersey. — No doubt it is, and that is what I am saying to you. The ship
went down perpendicularly at the point where she foundered.

Mr. Haight. — Yes, my Lord.

Lord Mersey. — If we could ascertain exactly where she is lying now, we should
know exactly where she foundered.

Mr. Haight. — I think we should have to go a little distance back, because in my
belief she was moving when the collision occurred.

Lord Mersey. — Captain Kendall and Captain Andersen each marked the spot,
and the two pretty nearly agree. I was told that the difference was so slight that it
was of no consequence in this case.

Mr. Haight. — I think that is an error, my Lord. As I understand Captain Ken-
dall's diagram, he places the place of collision at least a mile to the northward of the
wreck.

Lord Mersey. — Suppose he does ; what then ? Is it your case that you have placed
a spot upon the chart exactly over the place where she is now lying?
Mr. Haight. — I have not compared the two, sir.
Lord Mersey. — It might be that your spot is a mile in another direction.

Mr. Haight. — I think, my Lord, that our courses lead us close to the wreck, and
I think that Captain Kendall's courses lead him a mile beyond the wreck. That,
frankly, was why I asked Captain Kendall to mark his chart.

Lord Mersey. — Apparently this gentleman now says that he cannot mark the
spot upon the chart which we have hitherto had in the case.

Mr. Haight. — Captain Gagnon has given the bearing and the distance from
Father Point, and if he runs a line at the angle which he has taken as the bearing
from the buoy and measures the distance, while he cannot get the point to a second,
it cannot be more than fifty yards out of the way.

GAGNON.

EMPRESS OF IRELAND— STORSTAD COLLISIOX 331

SESSIONAL PAPER No. 21b

By Mr. Newcombe:

5558. Q. You have the Cock Point buoy marked on this chart? — A. Yes.

5559. Q. And you have the position of the buoy marked exactly? — A. Yes, sir.

5560. Q. Now, that bears to the northward so many degrees east, I suppose? — A.
Yes, sir.

5561. Q. Now then, three miles or thereabouts; you can measure it on the side,
and do you not arrive at the precise position on this chart by measuring so many
miles on the same course? — A. If I worked it this way I might.

By Lord Mersey-:

5562. Q. Would you like to retire and make another point? — A. Yes, sir.

Mr. Haight. — May the witness transfer the location both to our diagram and to
Captain Kendall's?

Lord Mersey. — (To witness) : You will go away and see if you can come back with
an intelligent answer.

Chief Justice McLeod. — It is your contention that the boat was struck while she
was moving?

Mr. Haight. — My contention is that the Empress was moving across our bow
and that as they came together the stem was swung around and she disappeared off
in the fog.

Chief Justice McLeod. — And you say she went to the bottom some distance from
the place where she first struck.

Air. Haight. — Yes, she got beyond our vision in the fog and I have cross-examined
to see how quickly she disappeared with the view of satisfying myself how far she
could probably have gone but we have not found a witness who was quick enough, no
matter how much clothes he had on, to get on deck before the port side was practically
impossible. I assume she ran therefore a few lengths only.

Lord Mersey. — Is there any other witness?

Mr. Newcombe. — To go back to the subject you mentioned the other day, there
are three survivors of the night watch among the stewards — Mori, Powell and McDonald.
These men might know something about whether the doors were closed and whether
the ports were closed.

Lord Mersey. — Did you ascertain what they do know?

Mr. Newcombe. — I have not seen them; they are here.

Lord Mersey. — You should have done it. You do not know whether they can
tell us anything or not?

Mr. Newcombe. — I do not know what they can say.

Lord Mersey. — That is not the way to bring witnesses into court. Some one
ought to inform you what they intend to say. However, if you think they are of suffi-
cient importance let us call them.

William Morl, night watchman, Empress of Ireland, sworn.

By Mr. Newcombe:

5563. Q. Were you one of the night watchmen of the middle watch on the
Empress when she foundered? — A. I was night watching that night.

5564. Q. Were you on deck at the^time of the collision? — A. I was.

5565. Q. Where? — A. On the starboard side forward of the screen.

5566. Q. On which deck? — A. On the lower promenade deck.

MORL.

332 MARINE AND FISHERIES

5 GEORGE V., A. 1915

5567. Q. Did you get any orders at the time of the collision? — A. No orders at
all, sir.

5508. Q. Do you mean to say that from the time the ship struck you received
no orders afterwards? — A. After the ship struck?

5569. Q. Yes. A. Yes, I received orders after she struck.

5570. Q. What orders did you get and from whom? — A. I received orders from
the chief steward to call passengers and order them to put on life-belts and go to the
boat deck.

5571. Q. Was that immediately after the collision? — A. Immediately after I came
in off the deck.

5572. Q. Had the ships separated at that time? — -A. They had.

5573. Q. Did you see the ships in collision when they were in contact? — A. I did,
sir.

5574. Q. Tell me what you did now having received those orders? — A. From what
time?

5575. Q. From the time the chief steward saw you. — A. I went on the upper
promenade deck, lit two emergency lamps, calling out at the same time, came down to
the lower promenade deck, lit two more emergency lamps, went around on the port side
knocking at the bulkheads, calling passengers, went through the library and back to the
starboard side. At this time there was a heavy list on and I went up on the higher
promenade deck and I went through the ladies' lavatory from the starboard side, came
out on the port side, went up on the deck and from there dropped into the water.

5576. Q. Do you know anything about the closing of any water-tight doors on the
ship? — A. No, sir.

5577. Q. Do you know anything about the condition of the port holes? Were all
the ports closed ? — A. As far as my department was concerned, all ports were closed.

5578. Q. Is it part of your duty to see that the ports are closed in case of fog? —
A. Some of the ports. They are distributed among the night watch and you do a cer-
tain section. I was on the forward section of the saloon deck.

5579. Q. Do you know if these port holes were closed? — A. I know that all the
alley-way ports were closed.

By Lord Mersey : .

5580. Q. What about the ports in the passengers' cabins? — A. I cannot say any-
thing about them; I do not know what cabins were occupied that night, sir.

5581. Q. I suppose that people in the cabins could open their ports if they chose? —
A. They could if they were not screwed down very tightly, otherwise not.

By Chief Justice McLeod :

5582. Q. You were on the starboard side of the ship? — A. When?

5583. Q. When you were on watch that night? — A. Both port and starboard; we
have three decks.

By Mr. Newcombe :

5584. Q. Would you know in what condition these ports were when the ship left
Quebec? Were they then closed or open? — A. When she left Quebec they were all open.

5585. Q. Who closed them afterwards? — A. The bedroom stewards, sir.

5586. Q. Were the bedroom stewards instructed to see that all these ports were
closed ? — A. Not exactly instructed. It would be their orders.

5587. Q. As a matter of fact do you know? — A. I was not on duty; I cannot say.

5588. Q. At what time would this closing take place? — A. They were closed when
I went on duty at 11 o'clock.

5589. Q. They were closed? Do you mean to say that the windows in the cabins
were closed ? — A. I do not know anything about those.

5590. Q. You do not know how they were at 11 o'clock? — A. No.

5591. Q. But all those in the passageways or alleyways were closed? — A. Yes.

MORL.

EMPRESS OF IRELAND— STORSTAD. COLLISION 333

SESSIONAL PAPER No. 21b
By Lord Mersey:

5592. Q. Are there any in the alleyways? — A. One in each.

5593. Q. You- mean one in each alleyway? — A. One in each alleyway, one at the
top of the long alleyway.

5594. Q. Then, there is one, or two, in every cabin? — A. One in each outside
cabin.

5595. Q. Are there more? — A. Not on that deck.

5596. Q. There is one in every cabin? — A. One in every cabin.

5597. Q. How many cabins?— A. From 201 to 229.

5598. Q. From 201 to 229 ? — A. Odd numbers on the port side, even numbers on.
the starboard side?

5599. Q. On the starboard side there would then be about 14 ports, would there
not? — A. 14 on each side.

5600. Q. We are only concerned at present with the starboard side. There were
14 on the starboard side and about these you can give us no information? — A. Not
about the room ports.

5601. Q. You do not know whether they were open or closed ? — A. I do not know.

By Mr. Newcombe :

5602. Q. Were there two rows of ports on the starboard side, one above the other?
— A. I do not follow you.

By Lord Mersey:

5603. Q. There were 14 on the deck on which you were watching on the starboard
side?— A. Yes.

5604. Q. I think that what Mr. Newcombe wants to know is whether there is a
corresponding number of ports on the deck below? — A. The deck below has nothing
to do with me; it is not in my department.

5605. Q. I suppose you have been on it?— A. I have.

5606. Q. Were there cabins on the deck below? — A. Immediately underneath
is the saloon barber shop which has four portholes.

5607. Q. Do you know whether these were open? — A. I do not.

5608. Q. Were there cabins besides the barber shop ? — A. Lavatories and cabins
from 302 to 500 and something I forget the number.

5609. Q. Can you tell me whether they were open? — A. I cannot.

By Mr. Newcombe:

5610. Q. Do you know whether there is any survivor from the ship who has know-
ledge as to whether these ports were open or shut ? — A. One of the second cabin night-
watchmen I believe had the knowledge but he was drowned.

5611. Q. That does not help us very much.— A. It wrould not help us.

5612. Q. Can any of the survivors that you know anything of give us information
about that? — A. There is a man who is in Liverpool at the present time— McDonald.

Lord Mersey. — I beg respectfully to say, Mr. Newcombe, that this is not the occa-
sion for us to make enquiry of that kind. That enquiry ought to have been made long
before this court began to sit so that the evidence might have been here.

Mr. Newcombe. — Yes, my Lord; we have done the best we could to get the evidence
here.

By Lord Mersey :

5614. Q. Flow do you receive orders to close water-tight doors in a case of emer-
gency— who gives them? — A. The order comes from the bridge to close water-tight
doors, as I understand, blown by the siren, but water-tight doors I have nothing to do
with.

MORL.

334 MARINE AND FISHERIES

5 GEORGE V., A. 1915

5G15. Q. You have nothing to do with the water-tight doors but the order to close
them conies by means of a blast from the siren? — A. Quite right, my Lord.

5616. Q. That is all?— A. That is all.

5617. Q. Did you close any doors; is it your duty at any time to close water-tight
doors? — A. Not water-tight doors but simply the doors out to the lower promenade
on each side and the upper promenade on each side.

5618. Q. Whose duty is it — A. The men that are told off for water-tight doors
during inspection every day.

5619. Q. Who are they; are they stewards? — A. They are stewards.

5620. Q. Is there any one of these stewards here? — A. There is one in Quebec,
but he is attending a funeral this afternoon — Hayes.

By Chief Justice McLeod:

5621. Q. He was the only one who was saved? — A. I believe so.
Lord. Mersey. — Have you asked him about the matter ?

Mr. Aspinall. — He was called and stated that he had tried to get to these doors.

Lord Mersey. — Why could he not do it?

Mr. Aspinall. — There was water in the alleyway which, he said, prevented him.

By Sir Adolphe Routhier:
5621^. Q. Is there any one entrusted with the closing of water-tight doors? — A.
One man saved in Quebec.

By Lord Mersey :

5622. Q. That is not the question you are asked. The question is: How many
men on board the ship are there whose duty it is, when the siren blows the warning, to
close the doors? — A. I could not say; I have never been on the bulkhead doors.

5622 J. Q. You do not know? — A. I do not know.

Cross-examined by Mr. Haight:

5623. How are orders given to close the port holes? — A. No orders given at all,
sir.

5624. Q. Is there no order which can be given under which stewards will enter
cabins and close cabin port-holes in case of need? — A. If passengers want them
closed they ring their bell and the bedroom steward closes them.

5625. Q. But is there no standing order which can be given in a case of emer-
gency which, when given, instructs all night watchmen, all stewards on duty, to see
that all port holes are closed ? — A. As soon as the whistle blows for fog all port holes
are closed.

5626. Q. In bedroom cabins? — A. In bedroom cabins, and in alleyways.

5627. Q. When the fog whistle began to blow on this occasion did you close any
port holes in cabins? — A. I did not, sir.

By Lord Mersey:

5628. Q. Is that done as soon as the fog whistle blows? — JS. No, sir. I look out-
side and see if it is very foggy and the weather is anything like rough and if so we
close all ports.

5629. Q. It is for the comfort of the passengers, I suppose, not the safety of the
ship? You do not close them because you think the sr^p is in danger of sinking, do
you? — A. We close, the ports if it is foggy.

5630. Q. For the comfort of the passengers or for some other reason? — A. No
other reason I can give you.

5631. Q. Except what? — A. Matter of form, — that is all I can say.

MORL.

EMPRESS OF IRELAXD—STORSTAD COLLISION 335

SESSIONAL PAPER No. 21b

5632. Q. Form? Is it done in order that the passengers may be more comfortable
in their berths? — A. Some passengers prefer their ports open; other passengers prefer
their ports closed.

5633. Q. Suppose you go into a cabin on a foggy night and begin to close the
port hole and the passenger says: Leave it open; what do you do? — A. Close it, sir.

5634. Q. Then, alter you have closed it, you go out of the cabin? — A. Sometimes
I have to.

5G35. Q. Then, if the passenger opens it again, what happens? — A. He cannot
open it once I close it.

5636. Q. You hermetically seal it? — A. I screw it down with a key and he cannot
open it.

5637. Q. Then, I understand, when there is a fog you screw up the port holes in
such a way that they cannot be opened except by means of your key ? — A. Not without
the key.

5638. Q. Did you do it on your deck on this night? — A. I did not.

5639. Q. Why not; there was a fog, you know. — A. There was no card on the
indicator telling me what rooms were occupied. The rooms that were not occupied,
I should say their ports were screwed down.

5640. Q. Why should you say so? There was nobody in these cabins, you know;
they were not occupied? — A. If a man had an empty cabin he would naturally have
his porthole screwed up; otherwise it would be a lot of extra work, my Lord.

5641. Q. At all events you have nothing to say as to whether the portholes were
closed or open? — A. I am sure that the alleyway ports were closed and screwed down.

5642. Q. I am not talking about alleyway ports; I am talking about the ports in
the cabins. — A. Not the cabin ports, my Lord.

5643. Q. There was nobody looked to that? — A. Nobody looked to that.

By Sir Adolphe Routhier:

5644. Q. You had no command to do it? — A. (No answer).

5645. Q. Had you received any order to do it? — A. There was nobody to give me
any order in regard to it.

By Lord Mersey:

5646. Q. Except the siren? — A. Except the siren.

By Mr. Haight:

5647. Q. Did you hear the siren? — A. I heard the blowing.

By Lord Mersey :

5648. Q. What is the meaning of that answer ?— A. I heard the ship blowing.

5649. Q. Is that the siren?— A. That is the siren.

By Mr. Haight:

5650. Q. Is it not true that fog whistles are blown on a whistle which has one
continuous note and that the siren has a rising note, a wailing sound, quite different
from the fog whistle. — A. One is a drawn out note and the other a shrill one.

By Lord Mersey:

5651. Q. One is a scream, is it not? — A. One is a scream.
By Mr. Haight:

5652. Q. Is it not your duty to immediately attend to the closing of the ports
when you hear the siren's scream? — A. When I heard the siren's scream, I was up on
deck, sir.

5653. Q. When you do hear the siren's scream are there not standing orders as
to what you should do? — A. Yes.

MORL.

336 MARINE AND FISHERIES

5 GEORGE V., A. 1915

5654. Q. What are they? — A. Light the emergency lamps.

5655. Q. The siren then does not call upon you to close the port holes? — A.No, sir,

5656. Q. And there is then no standing order on the ship? — A. No standing order.

5657. Q. I understood you to say that you got orders from the chief steward to
call the passengers, then you went to the upper deck 'and lit the emergency lamps;
was it part of the chief steward's orders that sent you up to light the emergency lamps?
— A. That was my first duty in case of fog.

5658. Q. Light the emergency lamps?- — A. Yes.

5659. Q. The siren is not a signal to light the lamps, but a fog whistle? — A.
That is it.

5660. Q. Is it not true that you never heard the siren at all? — A. I heard the
siren blow when I was on the deck.

5661. Q. Was that after the collision? — A. That was after the collision.

By Lord Mersey:

5662. Q. Were the ports in the first-class dining saloon closed? — A. They were
all closed.

5663. Q. You can say that; you know that? — A. I know that.

By Mr. Aspinall:

5664. Q. Wast it a fine night? — A. When we dropped the pilot it was very fine.

5665. Q. No wind?— A. I should say not.

5666. Q. Smooth sea?— A. Very calm.

Witness retired.

Mr. Neavcombe. — Call Mr. Powell.

Mr. Morl (the previous witness). — Mr. Powell is not here; he is attending a
funeral this afternoon.

Chief Justice McLeod. — Do I understand that Steward Hayes has been called?

Mr. Aspinall. — Yes, my Lord.

Chief Justice McLeod. — Then we know all that he has to say.

Mr. Aspinall. — Yes, my Lord.

Michel Gagnon, recalled.

By Lord Mersey:
5667. Q. Now, have you succeeded ?— A. Yes, sir, as good as 1 can see.
5(268. Q. What?— A. As good as I can do it, sir.

5669. Q. What does that mean?— A. It means as good as I can do it.

5670. Q. Have you some doubt about it?— A. No, no doubt.

By Mr. Newcombe :

5671. Q. Have you marked the location of the wreck upon these two charts?—
A. Yes, sir.

5672. Mr. Haight.— Put a letter right beside his mark so that we will know
where it is.

Mr. Newcombe. — Put an ' E.'

Mr. Haight. — Put ' W ' for wreck.

Mr. Newcombe.— I suggested 'E? because it stands for Empress.

Mr. Haight. — We have an ' E ' already.

Lord Mersey. — What is this gentleman's name?

Mr. HAIGHT.-Gagnon. QN_

EMPRESS OF IRELAND— STORSTAD COLLISION 337

SESSIONAL PAPER No. 21b

Lord Mersey.— Put a'G' (Letter 'G' placed beside Captain Gagnon's mark.)
By Mr. Newcombe:

5673. Q. The circle with the dots in it and with the letter 'G' marks the place
of the wreck on the chart 'C? — A. Yes.

5674. Q. And likewise on chart 'E'? — A. (No answer).

Lord Mersey. — How many charts are there; there seem to be three now.

Mr. Haight. — We have two circles and dots now.

Mr. Xewcombe. — We will put a 'G' on this one too. This is the one he marked
originally.

Lord Mersey. — Xow there is a third chart?

Mr. Xewcombe. — The third chart is the first and only chart which was produced
showing the original location.

Lord Mersey. — That was the chart which this gentleman brought with him.
Mr. Xewcombe. — Yes, it is an Admiralty chart and the trouble is that the other
two charts. are American charts and thoy do not correspond. He has made this loca-
tion by cross-bearings and sextant angles and the points used on the shore for this
purpose do not appear on the American charts; therefore, unless you have the
Admiralty chart to refer to, you cannot see what the captain has done.

Chief Justice McLeod. — Our evidence hitherto has been directed entirely to these
two charts.

Mr. Xewcombe. — If you do not want the Admiralty chart, well and good, but
this is the chart according to which he took his bearings. He did not know at the
time what we were doing up here when he laid this out and his instructions were to lay
it out upon an Admiralty chart and not upon an American chart.

Lord Mersey.— Who instructed him?

Mr. Xewcombe. — The Department of Marine and Fisheries, my Lord.

Lord Mersey. — Why didn't they instruct him in the charts that we had been
using ?

Mr. Xewcombe. — This was done some time ago, my Lord, and I don't think it
was known at that time what charts would be used here.

5675. Q. When were these bearings taken, Captain Gagnon?— A. Two weeks ago
last Sunday.

By Lord Mersey :

5676. Q. You mean they were taken a fortnight ago? — A. Yes, my Lord.
Mr. Xewcombe. — You see, my Lord, I couldn't tell.

Lord Mersey. — No, quite right, but I am not going to look at these things at
present. Do you want to look at them, Mr. Aspinall?
Mr. Aspinall.— Xo, my Lord.

Lord Mersey. — Do you want to ask any questions about them, Mr. Haight?
Mr. Haight. — Xo, my Lord.
Lord Mersey. — Then let the chart be marked.
(The chart is marked as Exhibit E).
Mr. Haight. — If your lordship will pardon me, I would like to ask one question.

5677. Q. Captain Gagnon, were you using a magnetic compass in your calcu-
lations?— A. Yes, sir.

Lord Mersey. — Xow gentlemen, will you put these charts away? Xow is there
any other witness?

Mr. Xewcombe. — Yes, my Lord, I will call Captain Walsh.

GAGNON.

216—22 ;

333 MARINE AND FISHERIES

5 GEORGE V., A. 1915
Captain John F. Walsh, (recalled).

By Mr. Newcombe:

5678. Q. Now Captain Walsh, you have already been sworn? — A. Yes.

5679. Q. You are the Marine Superintendent of the Canadian Pacific Railway
Company? — A. I am.

5680. Q. Has it been a part of your business to ascertain the names of the per-
sons who were on the Empress of Ireland when she foundered on the 29th of May? — -
A. Yes, it has.

5681. Q. Do you produce a list of the names of the people, passengers, crew,
stewards, and everybody on board? — A. That is a complete list.

Lord Mersey. — Does it distinguish, Mr. Newcombe, between adults and children?

By Mr. Newcombe:

5682. Q. Can you answer that, Captain Walsh? — A. It does not particularize
there, my Lord, but I can produce a statement making a distinction between the dif-
ferent classes.

Lord Mersey. — We are asked, I think, how many were adults and how many
were children? — A. Yes, we have handed it in already, my Lord.
That is a copy of the list we made out.

By Chief Justice McLeod:

5683. Q. Does that list show how many were killed by accident on board the
Empress as distinguished from those who were drowned? — A. It was impossible, my
Lord, to say how many were killed. We were unable to arrive at that. We have no
knowledge of any particular accident on board by which any persons met their deaths.

By Mr. Newcombe :

5684. Q. Now according to this statement, Captain Walsh, which is produced as
Exhibit Q. there were first-cabin passengers, 87. — A. Yes.

5685. Q. Of whom 36 were saved and 51 lost? — A. Yes, sir.

5686. Q. And a total of second cabin passengers, 253, of whom 48 were saved and
205 were lost?— A. That is right.

5687. Q. And a total of third cabin passengers of 717, of whom 133 were saved,
and 584 were lost? — A. That is correct, to the best of our ability. It is hard to find
out the exact truth, but the only discrepancy would be in the names. The numbers are
correct.

5688. Q. You say the numbers are correct, and the names are as correct as you can
get them ? — A. Yes, we have made very careful enquiries to identify them.

5689. Q. Then the crew, including the musicians, total 420? — A. Yes.

5690. Q. Of whom 248 were saved and 172 lost ?— A. Yes, that is right.

5691. Q. Now, here is a synopsis, showing the percentages, attached to the state-
ment?— A. Yes.

5692. Q. And doesn't it show the males, and females, and children? — A. Yes, it
does.

5693. Q. Well, then, can you give us the information by reference to that ? — A. Yes,
I can. The information here is the very best we can get, and the distinction between
male and female and children and adults is all there, it is quite distinct.

5694. Q. Well, will you refer to this and make a statement as to how many males
there were, how many females, and how many children? — A. Do you wish me to read
this?

5695. Q. Yes, refer to that to refresh your memory and make the statement from
that if you remember it.

WALSH.

EMPRESS OF IRELAND— STORSTAD COLLISION 339

SESSIONAL PAPER No. 21b
By Lord Mersey :

5696. Q. Captain Walsh?— A. My Lord.

5697. Q. Have you read the questions that have been prepared by the government
for this Commission to answer ? — A. I have, my Lord.

5698. Q. Are you in a position to take a copy of those questions and write the
information you have which will enable the court to answer some of the questions? —
A. Yes, my Lord.

5699. Q. For instance we have here a question as to what was the total number of
persons employed in any capacity upon her, and what were their respective ratings ? Are

5704. Q. Well what do you say as to trat? — A. She did, my Lord.

5700. Q. Then the next question : ' What was the total number of her passengers,
distinguishing sexes and classes, and discriminating between adults and children ? ' Are
you able to do that ? — A. I am, my Lord.

5701. Well have you done it ? — A. I have, my Lord, in this document which I am
now handing you.

5702. Q. Let me see it. Why is this in duplicate . . . you have given me
two copies of the same thing? — A. That was handed over to Captain Lindsay, the
representative of the Board of Trade, at their request, and I gave them two copies so
that they could save one for their file and have the other for use.

5703. Q. Very well. Now the next question is : ' On leaving Quebec, on or about
the 28th day of May last, did the SS. Empress of Ireland comply with the requirements
of the Merchant Shipping Act, 1894 to 1906, and the rules and regulations made
thereunder, with regard to the safety and otherwise of passenger steamers and emi-
grant ships ? ' Can you answer that ? — A. Yes, my Lord.

5704. Q. Well what do you say as to that ? — A. She did, my Lord.

5705. Q. Now the next question is, ' In the actual design and construction of the
SS. Empress of Ireland, what special provisions, if any, were made for the safety of the
vessel and the lives of those on board, in the event of collisions and other casualties ' ?
Have you prepared any statement with reference to that rather comprehensive ques-
tion, Captain Walsh? — A. No, my Lord, not a complete one.

5706. Q. Now who is in a position to give us information which will enable us
to answer that ?

Mr. Newcombe. — Which is the number, my Lord.

Lord Mersey. — No. 3.

Mr. Newcombe. — I propose to examine Mr. Hillhouse upon that.

Lord Mersey. — Then the next question is: 'Was the steamship Empress of Ire-
land sufficiently and efficiently officered and manned? — A. She was, my Lord.

5707. Q. In your opinion she was sufficiently and efficiently officered and
manned? — A. Yes.

5708. Q. Then the next question is, ' Were the arrangements for manning and
launching the boats on board the steamship Empress of Ireland, in case of emergency
proper and sufficient V . . . what have you to say as to that ? — A. They were, my
Lord.

5709. Q. And the remainder of the same question, ' Had a boat drill and a bulk-
head door drill been held on board, and if so, when?' W^e have had that in evidence
already I think, that they were held, and I believe it was proved that they were held
the day before the ship sailed? — A. Yes, my Lord, Captain Staunton has answered
that.

5710. Q. Then, ' what was the carrying capacity of the respective boats ?' — A.
1,860 was the complete number that could be carried. That has also been proved by
Captain Staunton.

WALSH.

21b— 221

340 MARINE AND FISHERIES

5 GEORGE V., A. 1915

5711. Q. Then, ' what number and description of life buoys and life-jackets were
on board the vessel/ I don't know whether we have had the number of life belts or
not ? — A. Yes, my Lord, Captain Staunton gave them to you.

5712. Q. I understood that we were to see a sample of the life belts?

Mr. Newcombe. — My Lord, there is to be a life jacket here in the morning.

By Lord Mersey:

5713. Q. And then the next question is : * Where were they carried/ Can you
answer that for us, Captain Walsh? — A. The buoys were carried in prominent places,
distributed around the ship, and there was a belt in each compartment, that is in each
bedroom, for each person. The crew had their belts in their rooms, and the emergency
belts wTere at hand, ready for use, when they were needed. There is a belt for each per-
son and quite a number of duplicates as well.

5714. Q. And then the next question is : ' Were they in good condition and ade-
quate for the purpose intended ? ' — A. They were, My Lord.

5715. Q. Then we come to No. 6 : ' What installations for receiving and trans-
mitting messages by wireless telegraph were on board the Empress of Ireldndf I
think we have had that already, have we not? — A. Yes.

5716. Q. And then : ' How many operators were employed in working such instal-
lations?'— A. There were two, my Lord.

5717. Q. And ' Were the installations in good and effective working order?' —
A. They were, my Lord.

5818. Q. Then, ' Were the number of operators sufficient to enable messages to be
received and transmitted continuously by day and night ? ' You can answer that,
Captain Walsh? — A. They were, my Lord.

5719. Q. And then we come to question No. 7, ' At or prior to the sailing of the
SS. Empress of Ireland from Quebec, on the 28th of May last, what, if any, instructions
as to navigation, were given to the master, or known by him to apply to her voyage?'
You produced the sailing regulations of the Canadian Pacific Railway, and your
letter? — A. Yes, my letter of instructions, sailing orders, which are filed.

5720. Q. And then the remainder of that question : ' Were such instructions, if
any, safe, proper, and adequate, having regard to the time of the year and dangers
likely to be encountered during a voyage ? ' — A. They were, my Lord.

5721. Q. Now with regard to Question No. 8 : ' When leaving Quebec, on or about
the 28th of May last, was the vessel in charge of a Quebec pilot ' ? — A. Yes.

5722. Q. ' If so, when and where was the pilot discharged, and what was the con-
dition of the weather at that time?' I suppose the answer to that is at Father Point,
and the weather is fine and clear ? — A. Yes, my Lord, that is right.

5723. Q. Now question 9 : ' After the pilot left the SS. Empress of Ireland was
a double watch kept on deck?' This is so, is it not, Captain Walsh? — A. A double
watch would be kept.

5724. Q. Now, we come to question 10, section (a) : ' At what time in the morning
of the 29th of May last did the Empress of Ireland first sight the light or lights of the
Norwegian steamer Storstad and in what position was the Empress then ? ' We have
that in Captain Kendall's evidence, I think? — A. Yes, my Lord.

5725. Q. And now section (b) of the same question : ' At what time on the morn-
ing of the 29th May last did the Norwegian steamer Storstad first sight the light or
lights of the SS. Empress of Ireland and in what position was the Storstad then?' —
we will have the Storstad 's evidence about that? — A. Yes, my Lord.

5726. Q. Now, ' at this time were the vessels crossing so as to involve risk of col-
lision within the meaning of article 19 of the Regulations for preventing collisions
at sea?' — you cannot answer that Captain Walsh, can you? — A. I cannot, sir.

WALSH.

EMPRESS OF IRELAND— STORSTAD COLLISION 341

SESSIONAL PAPER No. 21b

5727. Q. Well then, we will continue : ' If so, did the Empress of Ireland comply
with the provisions of the said article, and of articles 22 and 23, and did the SS.
IStorstad comply with article 21 of said regulations'; that you cannot answer? — A.
No, sir.

5728. Q. Now, question 11. ' After the vessels had sighted each other's lights, did
the atmosphere between them become foggy or misty, so that lights could no longer be
seen, and if so did both vessels comply with article 15, and did they respectively indi-
cate on their steam whistles or sirens the course or courses they were taking by the
signals set out in article 28 of the said regulations' — you can hardly answer that, can
you, Captain Walsh? — A. I cannot answer that.

5729. Q. Now, queston 12 : ' Were the circumstances of this case such as to bring
into operation the provisions of article 27 or 29 of the said regulations? If so, did the
masters of both vessels take prompt and proper means or measures to comply with
the requirements of the said articles?' — that you cannot answer? — A. No, my Lord.

5730. Q. Well, question 13 : 'In what position in the Eiver St. Lawrence and at
what time on the morning of the 29th of May last did the collision occur between the
SS. Empress of Ireland and the SS. Storstadf At what time did the SS. Empress of
Ireland founder, and how was it that she sank so quickly after the collision had
occurred/ — that of course you cannot answer? — A. Well no, my Lord.

5731. Q. Well, question 14: 'Was proper discipline maintained on board SS.
Empress of Ireland, after the casualty occurred' — I think we have the evidence? — A.
Yes, my Lord.

5732. Q. And question 15 : ' What messages for assistance were sent by the
Empress of Ireland after the casualty, and at what times respectively? Were the
messages sent out received at the wireless station at Father Point? Were prompt
measures taken by those on shore to render assistance? What assistance was rendered
by the government steamers Eureka and Lady Evelyn V — I think we have the evidence
to answer that question ? — A. Yes, my Lord.

5733. -Q. And question 16 : ' Was the apparatus for lowering the boats on the SS.
Empress of Ireland at the time of the casualty in good working order?' — A. It was,
my Lord.

5734. Q. And the rest of that question is: 'How many boats were got away
before the vessel sank ?' — We have, I suppose, although it is a matter of doubt, the in-
formation which will enable us to answer that question? — A. Yes, my Lord.

5735. Q. And the next question: 'Did the boats, whether those under davits or
otherwise, prove to be serviceable for the purpose of saving life? If not, why not?
What steps were taken immediately on the happening of the casualty? How long
after the casualty was its seriousness realised by those in charge of the vessel? What
steps were then taken ? Were all water-tight doors in bulkheads immediately closed ?
What endeavours were made to save the lives of those on board and to prevent the
vessel from sinking'? — well, we have heard so far not much upon that subject. I
don't know whether Mr. Newcombe will be able to put any additional evidence before
us or not.

Mr. Newcombe.— I am afraid not, my Lord.

Lord Mersey. — I think very likely you will not, because it is certainly very diffi-
cult to get it.

Mr. Newcombe. — Well, there is the witness who is at the funeral this afternoon.
I propose to call him, and he may know something about it.

By Chief Justice McLeod:

5736. Q. Doesn't the chief steward know something about that?
Mr. Newcombe. — It is possible that he may, my Lord.

WALSH.

342 MARINE AND FISHERIES

5 GEORGE V., A. 1915

By Lord Mersey :

5737. Q. Now we come to question No. 17 : ■ How many persons on board of the
SS. Empress of Ireland at the time of the casualty lost their lives by: (1) being
killed by the collision or injuries from the collision; (2) accidents on board' — that
is a question you say you cannot answer? — A. I cannot answer.

Lord Mersey. — Do you suggest that we have the means of answering that ques-
tion?

Mr. Newcombe. — No, my Lord, I think there is no evidence upon which that can
be answered.

Lord Mersey. — Nor do you think you will likely be able to procure it ?
Mr. Newcombe. — No, my Lord.

By Lord Mersey :

5738. Q. Then the next question is: 'What was the number of (a) passengers;
(b) crew, taken away in each boat on leaving the vessel?' — Have we evidence to
enable us to answer that question?

Mr. Newcombe. — My Lord, I don't think so.

Lord Mersey. — We know the total number of passengers who were saved — I am
not going to criticise this question nor the use it serves, but I must say that it is
impossible for us to tell how many were taken away in each boat, nor do we know
whether each boat carried its full load and if not why not ?

Mr. Newcombe. — Those are only suggested questions, my Lord.

Lord Mersey. — They are questions which the department puts and intends that
we should answer if we can get evidence to enable us to do it.

Mr. Newcombe. — I am told that according to the practice of the Board of Trade
rules, which we are endeavouring to follow, it is open to us to alter and amend these
questions.

Lord Mersey. — Well, I don't know whether we have before us our Commission,
or rather the section of the Act of Parliament. We may include in our report any
observations which we think fit, but I think we have these specific questions to answer.

Mr. Vaux. — My Lord, these questions are formulated and mentioned in the notice
which is served upon the parties, and they are handed in for your information at the
beginning of the inquiry.

Lord Mersey. — To guide us.

Mr. Vaux. — Yes, my Lord, and we have to settle these questions after the evidence
has been heard, and we hand them in formally, and then those are the questions which
the Government puts to your Lordships. So this copy of questions is subject to amend-
ment, and it may be that Mr. Newcombe, having, regard to what evidence is available
in regard to some of them, will have to modify them.

Lord Mersey. — I don't know whether you propose to remodel your questions —
I do not wish you to do it unless you think proper.

Mr. Vaux. — No, my Lord, subject to what Mr. Newcombe thinks I might suggest
that there may be an addition to question 11, which reads : ' After the vessels had
sighted each other's lights, did the atmosphere between them become foggy or misty
so that lights could no longer be seen? If so, did both vessels comply with article 15,
and did they respectively indicate on their steam whistles or sirens the course or
courses they were taking, by the signals set out in article 28 of the said regulations/
I think where that question asks if both vessels complied with article 15, we should
add article 16, and ask if they complied with articles 15 and 16.

Lord Mersey. — You think article 16 ought to be added there?

WALSH.

EMPRESS OF IRELAND— STORSTAD COLLISION 343

SESSIONAL PAPER No. 21b

Mr. Vaux. — Yes, my Lord, that may be altered there, and possibly question 17
might be amended, having regard to the fact that there is before you insufficient
evidence to enable you to answer that question.

Lord Mersey. — We cannot answer questions if we have not material, and we shall
have to pass them by. Mr. Haight, do you wish to ask Captain Walsh any questions?

Mr. Haight. — No, my Lord. •

Lord Mersey. — And you, Mr. Aspinall?

Mr. Aspinall. — No, my Lord.

Lord Mersey'. — Mr. Gibsone?

Mr. Gibsone. — Yes, my Lord, I would like to ask a question.

5739. Q. I understand you to say, Captain Walsh, or did I understand you to say,
that after the ship left Father Point a double watch was kept on deck? I thought
I heard you answer that question in the affirmative ? — A. My answer was that I would
expect it to be, or something to that effect. I didn't say yes, for I wasn't there.

5740. Q. And you have no personal knowledge as to that? — A. No, I have no
personal knowledge.

5741. Q. I thought you answered, yes? — A. No, I didn't say yes.

Lord Mersey. — Now, gentlemen, I cannot wait any longer. The shorthand
writers have to make their report, and we shall have to get fresh shorthand writers
if we don't rise now. Would you like this witness to come back to-morrow?

Mr. Newcombe. — Yes, my Lord.

Lord Mersey. — Very well, then you will come back to-morrow, Captain Walsh?

Captain Walsh. — Yes, my Lord.

Lord Mersey. — And it is suggested that we have not sufficiently examined the
stewards as to the closing of the water-tight doors. Now there is one witness who; is
engaged this afternoon, apparently, and I will need him to be here to-morrow, and
my colleague the Chief Justice suggests that we have back the chief steward, Gaabe,
and Williams. Can you get them, Mr. Aspinall?

Mr. Aspinall.- — Yes, my Lord.

Lord Mersey. — Let them be here.

Chief Justice McLeod. — It occurs to me that they may know something more
about the closing of the water-tight doors.

Lord Mersey. — Then we will rise and adjourn until ten o'clock to-morrow morn-
ing.

The Commission thereupon adjourned until 10 a.m. Tuesday, June 23rd.

SEVENTH DAY.

Quebec, Tuesday, June 23, 1914.

The Commissioners appointed by the Honourable John Douglas Hazen, the Min-
ister of Marine and Fisheries of Canada, under Part X of the Canada Shipping Act
as amended, to enquire into a casualty to the British Steamship Empress of Ireland,
in which the said steamship belonging to the Canadian Pacific Kailway Company was
sunk in collision with the Norwegian Steamship Storstad, in the River St. Lawrence
on the morning of Friday the 29th day of May, 1914, met at Quebec this morning, the
twenty-third day of June, 1914.

Lord Mersey. — I have a letter here which I have received this morning, and
which I have communicated to my colleagues. It may be worth while that you should
read it, Mr. Newcombe, as it seems to be of importance. Will you take it and read it ?

WALSH.

344 MARINE AND FISHERIES

5 GEORGE V., A. 1915

Mr. Newcombe. — Yes, my Lord, I will make inquiries about this. This does not
purport to be a statement of a man who was present.

Lord Kersey. — Oh no, it is somewhat remote, because it is something written to
me about the story told by a person who heard the story told to some other person.
However, it seems to me to be somewhat important, and you might make inquiries,
and if you would I shall be glad. That is, of course, if you think it worth while. It
is a matter for you to decide, you know, Mr. Newcombe.

Mr. Newcombe. — Yes, my Lord, I shall make inquiries. In the meantime,
Captain Walsh is still in the witness box.

Lord Mersey. — You have already been sworn, Captain Walsh? — A. Yes, my Lord.

Capt. Walsh (examination resumed).
By Mr. Newcombe:

5742. Q. Captain Walsh, by the passenger certificate which was issued in Febru-
ary, 1914, to the Empress of Ireland, I see that life-jackets for adults are called for to
the number of 1,950 ?— A. Yes.

5743. Q. And according to the certificate issued on the 16th of May, 1914, to the
Empress as an emigrant ship, the number of life-jackets stipulated is 2,212? — A. Yes.

5744. Q. Can you give any explanation of the difference in these two certificates?
— A. I do not quite follow, sir.

5745. Q. Well you see this emigrant certificate issued in May calling for 2,212
life-jackets? — A. Yes.

5746. Q. Now this is the declaration of the certificate as a passenger steamship,
and mentions 1,950. Are you aware that any equipment was added after the passenger
declaration? — A. No, sir, I am not aware. The life-belts on board — I mean to say
the Board of Trade would only call for the number that are required to be supplied,
namely, one for each person. I know that there were 2,200 and odd on board of it.

5447. Q. There were in fact 2,212? — A. I know that there were over 2,200 life-
belts on board.

5748. Q. Can you tell me, Captain Walsh, what was the type of the boat-lowering
apparatus and the disengaging gear aboard the Empress? — A. The boat-lowering gear
was just the simple gear, block and tackle.

5749. Q. And how were the boats disengaged? — A. They were unhooked ' when
landed in the water.

5750. Q. Now the ballast tanks, the water ballast, when the ship sailed, were they
full or empty? — A. The returns to me were that they were full throughout.

By Chief Justice McLeod:

5751. Q. With reference to these life-belts, had each member of the crew a life-
belt?—A. Yes.

5752. Q. And with regard to the boats, are there certain men of the crew assigned
to each boat? — A. Yes, sir, there is a boat station list, which contains the name of
every man set aside to handle each boat on any emergency, or in fact whenever needed,
whenever a boat is called away. There is a complete list, which is made up generally
of two or three seamen, firemen, stewards, etc. — some of them would be apportioned to
each boat.

5753. Q. So many to each boat? — A. Yes, sir. And when we have a boat drill
here I have put the whole of these people, firemen, stewards, sailors, and every one
else, into the river when the boats were called away.

5754. Q. So in case of emergency an order is given to man the boats,
each man knows where he is to go? — A. Yes, my Lord, there is a list posted of the

WAI.SH.

EMPRESS OF IRELAND— STORSTAD COLLISION 345

SESSIONAL PAPER No. 21b

sailors, firemen, and this list is posted in the sailor's quarters, and the firemen's quar-
ters, and the steward's quarters, and in prominent place in the ship.

5755. Q. Now, speaking of the life-belts? — A. If your Lordship will allow me.
I have one standard life-belt here at the present time, and I have two at the station
from the ship. They were picked up at Rimouski.

5756. Q. Are they the same as the one you have here? — A. Yes sir, they are the
Board of Trade standard, stamped as such.

5757. Q. You might, if you please, just produce the life-belt you have here? — A.
I have just sent for it, and the man will be here with it at any moment. Just now I
was trying to get the two from the ship, and they came in by train this morning,
and I thought perhaps I might get them ready for you if that will suit you.

Mr. Haight. — Captain Walsh, have you prepared a list showing which men were
actually on duty at the time of the collision, and which of these men survived? — A.
Our solicitors, sir, can show it to you. They have such a list.

Mr. Haight. — Have you that list there, Mr. Aspinall ?

Mr. Aspinall. — I have no doubt we have such a list. I will see if I can put my
hand upon it.

By Mr. Haight:

5758. Q. Well, Captain Walsh, can you tell approximately how many men were
on duty and were saved? — A. No, I couldn't. I wouldn't be able to give the figures.
The figures are here.

Mr. Aspinall. — You don't want the names, as I understand it, Mr. Haight?

Mr. Haight. — No, I don't care about the names. I would like to know how many
men on duty, that is how many firemen, how many stokers, how many officers, and in
fact how many of each class were saved?

Mr. Aspinall. — I think we can give you that information.

By Mr. Haight:

5759. Q. Captain Walsh, what is the pay of the master of one of the Empress
boats ?— A. About £850 a year.

5760. Q. Do the masters of the Empress receive more than the masters of the other
boats? — A. There is a graduated scale. The junior master gets the least and the
senior master gets the most.

5761. Q. Well is the master of one of the Empress boats the highest paid man in
your fleet? — A. Yes.

5762. Q. Have you been in any other steamship lines than the Canadian Pacific
Railway? — A. I served 21 years with the Elder-Dempster.

5763. Q. Do the Elder-Dempster steamship company frequently operate chartered
boats? — A. I had very little to do with the chartered service. They do, yes, they
operate chartered boats.

5764. Q. Did you, on such connection as you had with their chartered service

— A. Pardon me, I did not say I personally had any connection. I had no connec-
tion with the chartered end. I was on the regular mail service between Liverpool and
West and South-west Africa.

5765. Q. Well, admitting you had no connection whatever with the chartered de-
partment, do you nevertheless know that it is universal for a steamship company
running chartered boats to pay gratuities to the masters of those boats ? — A. No, I have
no personal knowledge. I couldn't tell you. And I know there is no such gratuity
paid, or a gratuity paid.

WALSH.

346 MARINE AND FISHERIES

5 GEORGE V., A. 1915

5766. Q. What is the C. P. K. system of gratuity? — A. I am sorry, that is the
one thing they fail in. They do not give gratuities that I have any knowledge of.

5767. Q. Do the officers of your line receive no recognition for really efficient
service? — A. Yes, I might tell you exactly — not the officers, but the leading seamen,
,after a certain number of years' service, if they behave themselves well and get a
stripe or badge, they get a little more, I think five shillings a month, but that is an
increase of pay, not a gratuity.

5768. Q. And your way of rewarding your captains for efficient service is to
promote them to bigger ships and increase their pay ? — A. Yes, suitability and ability
and seniority lead them to the Empresses, and the Empresses are our best.

5769. Q. You have many captains who ha^e never sailed an Empress who are
older than Captain Kendall? — A. Yes, we have.

5770. Q. In other words, it is efficient service to your company which causes you
to pick out the best man to steer your fastest boats? — A. That is so.

5771. Q. Now one of the marks of efficiency is, I assume, the ability to make
regular trips? — A. The ability to make regular trips does not enter into it. Captains
are charged from the Canadian Pacific Railway Company, and from the steamship
companies under whom I have served, that the lives of the passengers, and in fact all
the lives entrusted to their care, must be their first care, and that they are not to
take one risk of any kind.

5772. Q. Can you, from your records, prepare a statement which will show nearly
the day and hour of the departure and the day and hour of the arrival of the two
Empress boats during a series of fifteen or twenty voyages each? — A. Oh, yes.

5773. Q. That would not be a difficult matter? — A. Well it would take a day or
two to pick out the details. I would have to go to Montreal to get my records.

5774. Q. Would you be good enough to telephone or wire to Montreal, ,asking
them to make up a statement showing the day and hour upon which the Empress
J)oats left Quebec, and the day and hour upon which they passed the light-ship off
the Mersey? — A. Yes, all this would be quite easy. I could get it for you by to-
morrow night. /

5775. Q. I would very much like that information, covering say fifteen or twenty
voyages for each vessel? — A. Yes, well there will be a break in the year.

5776. Q. I understand that, and that is why I gave you the number of voyages
and not the number of months. —

5777. Q. Well a voyage is a month.

By Chief Justice McLeod:

5778. Q. Captain Walsh, I think I understood you to say that the water ballast
tanks were full throughout when she sailed? — A. That is the information given me,
your Honour.

5779. Q. Well, does that include the tanks of the double bottom? — A. Oh, yes,
complete throughout the ship. The complete double bottom was full. I think from
memory there were 1,700 and some odd tons of water, between 1,700 and 1,750 tons was
the water ballast in the ship.

Mr. Haight. — May I ask one more question, my Lord?
By Mr. Haight :

5780. Q. Captain Walsh, do you have the right "in the St. Lawrence to choose your
own pilots? — A. Well, we have the same right which is common to all. All steamship
companies have the right to make an application to the Minister of Marine and
Fisheries, pointing out that a certain pilot would be a man agreeable to them, if they
will permit, to act for us during the season, and we are subject to the agreement or per-
mission of the minister.

5781. Q. You have a compulsory pilotage system which requires you to take on

board some pilot ? — A. We are at least compelled to pay.

WALSH.

EMPRESS OF IRELAND— STORSTAD COLLISION Z47

SESSIONAL PAPER No. 21b

By Chief Justice McLeod:

5782. Q. You are bound to pay for the services of a pilot whether you take one on
board or not ? — A. Yes, your Honour.

5783. Q. Is the pilotage service governed by a commission ? — A. Yes, your Honour,
the lower river has been governed by a commission, and now the lower and upper river
will in future be governed by a commission under Captain Lindsay, who has been
recently appointed.

5784. Q. But at the time of this accident? — A. The lower river was under a com-
mission.

By Mr. Haight:

5785. Q. Is Pilot Bernier the pilot you have designated to take all the C.P.R.
ships? — A. Yes.

5786. Q. Does the pilot's charge vary with the draught of the vessel which they
pilot?— A. Yes.

5787. Q. It is then a distinct honour and a distinct advantage to be the C.P.R.
pilot ?— A. Pilots think so.

Lord Mersey. — Will you please tell me, Mr. Haight, what is the object of these
questions. I can appreciate them so much better if I know the object.

Mr. Haight. — It seems to me, my Lord, that the pilot who is exclusively handling
the C.P.R. ships and getting the benefit of so doing is appropriately classed as one of
the employees of the C.P.R. line?

Lord Mersey. — Is that observation made with the object of reflecting upon his
testimony ?

Mr. Haight. — I think the court has probably found that an entirely disinterested
witness is often likely to give his testimony not only without conscious bias but also
without unconscious bias, where the man who is interested, and who may be in perfectly
good faith — perhaps his testimony needs to be scrutinized with a little more care.
I only wanted to know if Pilot Bernier was entitled to appear as a perfectly disin-
terested witness.

Captain Walsh. — My Lord, I can now produce the lifebelt.

Chief Justice McLeod. — Just a moment — Mr. Haight, you understand, under our
system, when a pilot speaks a steamer the steamer has to pay whether it takes the
pilot on board or not. Now what difference can there be between pilot Bernier and any
other pilot.

Mr. Haight. — My understanding is, that the C.P.R. having the right to select
from the pilots, by their selection of Captain Bernier confers upon him the advantage
of piloting the biggest ship, and the pilot's charge is based upon the size of the ship;
and the C.P.R. ships are the biggest ships running down the St. Lawrence.

Chief Justice McLeod. — Well, I don't think it would affect them. They have to
have a pilot, and it is true that they prefer a certain pilot to others, I suppose. In fact, I
know that some steamers do prefer a certain pilot to another, but so far as interest is
concerned, I cannot see any difference between him and any other pilot.

Mr. Haight. — There is no difference, my Lord, except that the man who is pilot-
ing only the big ships has the advantage of that employment, since the size of his
charge depends upon the size of his ship.

Lord Mersey. — I am asked to put this question :

5788. Q. The plan shows six Berthon boats, and the Board of Trade certificate
mentions four, and so does the evidence of Captain Staunton — can you explain that,
Captain Walsh? — A. I am inclined to think, my Lord, that there were six Berthon
boats on the ship. Captain Kendall thinks there were six, and Captain Staunton thinks
there were four, and it may possibly be four, but it is uncertain, for the simple reason

WALSH.

348 MARINE AND FISHERIES

5 GEORGE V., A. 1915

that they placed two on each side of the engine-room skylight, and two just a little
farther forward. Now there were four originally across before the skylight, and I
understand that one of the quarter-masters told us he stood upon a Berthon boat at
the side of the engine-room skylight while in port here, so there were apparently two,
one on each side of the engine-room skylight, and then if there were two on the fore
part, there were six on the ship. I was inclined, from what I heard, to think that there
were six. I have no knowledge of it myself. I didn't see whether there were four or
six.

5789. Q. Well, the Board of Trade certificate says four, you are aware of that? —
A. Yes, my Lord, I have seen a copy of that, and it distinctly says four.

5790. Q. How do you account for it saying four if there were in fact six? — A. I
am not prepared to say if there were six. There may have been only four. I cannot
get any two people to agree as to whether there were four or six. ,

5791. Q. Well, is it right to say that the plan shows six ? — A. The plan, my Lord,
is not correct now. When the ship came out first she had a certain number of boats
in certain places. After the Titanic inquiry the boats were changed, and the whole
plans of the boat deck were changed. Collapsible boats were placed under the steel
boats, and the boats were different at first, and then they were removed to make room
for the Englehardt collapsible boats ; so the builder's plan does not show the boat deck
correctly now. I endeavoured myself, for the benefit of the court, to get out a plan
showing the boats as we know them to be, with just a doubt as to whether these two<
were there or not.

By Lord Mersey:

5792. Q. If you had four, where would they be? — A. If we had four boats, there
were two, one on each side of the engine room skylight, and one on each side, just
in front, abaft the aft funnel. These two boats, if there, would add room for 105 more-
persons. She had 1850 persons provided for without them.

5793. Q. What did Captain Kendall say with reference to the boats? — will you:
please stand up, Captain Kendall?

Captain Kendall. — Yes, my Lord.

5794. Q. What number of boats were there on board, Berthon boats, I mean?
Captain Kendall.— Six, my Lord, I think.

5795. Q. Then how do you account for the Board of Trade certificate mention-
ing only four"?

Captain Kendall. — That I cannot say, my Lord. There were two on each side,,
under one cover, one on each side of the engine room skylight, making six in all. Two
on each side with one cover over the two.

5796. Q. And you think that probably the Board of Trade certificate said four
because they thought there was only one boat under each cover on each side? — A.
Yes, my Lord.

5797. Q. And if they took the cover off they would see that there were two under
each, that is what you think caused the confusion?

Captain Kendall. — Y"es, my Lord, they would have found two boats under each
cover.

Lord Mersey.— Very we1!, thank yon, Captain Kendall.

Do you wish to ask Captain Walsh any more questions, Mr. Haight?

Mr. Haight. — Yes, my Lord.

5798. Q. Captain Walsh, do you, as a matter of fact, pay a gratuity to the pilots
who steer your ships? — A. No, sir.

5799. Q. Don't they receive a bonus of any kind? — A. No bonus.

5800. Q. Neither for a trip nor at the end of the year? — A. No.

WALSH.

EMPRESS OF IRELAND—STORSTAD COLLISION 349

SESSIONAL PAPER No. 21b

5801. Q. What do they receive as expenses? — A. Well there is a scale of expenses,
•common to all the steamship companies, agreed to by the managers of the different
steamship companies, and of which I could not give you the details. It is an expense
really, I suppose, for the trip to Rimouski or Father Point, or from here to Montreal,
if one of them goes up to bring down a ship from Montreal, but that is a common
expense paid by all steamship companies in a like way.

5802. Q. Paid by the steamship companies that have their special men? — A. Yes,
paid by the steamship companies that have their special pilots. I don't know any-
thing about the other methods.

5803. Q. If I come in with a tramp steamer, like the Storstad, I pick up a pilot
and I pay him his legal fee, and that is the end of it? — A. Yes, I would think so.

5804. Q. And if you pick up a pilot you pay not only his fee but you add thereto
a sum every trip which is called expenses? — A. In the case of the Empresses they are
paid for their expenses back and forth. It is not a complete expense, for it is a sum
.allowed in conference between the managers of the different lines, as to what amount
these men should get for expenses.

5805. Q. It is a charge which under the law they have no right to exact ? — A. Of
that I have no knowledge, unless this, that if you were at Halifax, and sent around
to St. John for a pilot, he wouldn't come around for you unless you paid his expenses
-around, even on a tramp steamer.

5806. Q. But on a tramp steamer entering the St. Lawrence, I pick up a pilot at
Father Point and drop him when he has finished his pilotage work, and give him his
"fee, he goes back to Rimouski for nothing, so far as I am concerned? — A. Yes, that
i^ on the tour de role. The men in turn go down and pick their next ship up. The
other men go down and wait. They can't miss the ship, and they are there in good
"time to meet their ship. The tour de role men take the very first ship that comes
ralong. They may not even get out of their pilot boat at Rimouski. Where it would
be fair to them, it would be unfair for the regular pilot.

5S07. Q. Well, the pilot commission has no right by law to make you a charge
■other than that which is based upon the draught of your ship? — A. That is so, yes.
That is right.

5808. Q. So when you pay your special pilot an additional sum, whether you call
it expenses or not, you are paying him something which under the law he is not entitled
:to require? — A. Custom is a great leveller.

5809. Q. Please answer yes or no? — A. Yes, we pay them their expenses.

5810. Q. Will you please answer yes or no to the question. Do you pay something
you are not required to pay under the law ? — A. I am not too sure about that. They
could compel us to pay their expenses.

5811. Q. The tour re role man gets nothing for expenses? — A. And I have
explained why not.

5812. Q. That is all right, he gets nothing for expenses, and the special men
do? — A. Yes, that is true.

5813. Q. How much do they get for expenses ? — A. That I am not sure.

Lord Mersey. — Well, really, I must know what this means, because if I shall
derive any benefit from the questions and answers, I must know what they mean.
Do you mean to suggest that because steamship companies who have regular liners,
like the Allan line and the Dominion line, and the Canadian Pacific Railway, do
you suggest that because these lines have a practice of paying pilots something
which is called expenses, and which is not, as I understand, allowed under the regu-
lations, but which nevertheless they may be able to recover under their contract —
are you suggesting that this fact unconsciously biases the evidence of the pilots
and induces them to tell the court things that are not true?

WALSH.

350 MARINE AND FISHERIES

5 GEORGE V., A. 1915

Mr. Haight. — I understand, my Lord, that the height of the pilot's ambition,
financial and professional, is to be specially chosen as a pilot by the Canadian
Pacific railway.

Lord Mersey. — But would you answer my question, Mr. Haight? Are you ask-
ing this for the purpose of asking us later on to discredit the pilot and to say that
he is, by reason of this, unconsciously telling us things that may deceive us?

Mr. Haight. — I am only bringing out this evidence in order that subsequently,
when you come to weigh it, my Lord, you will understand that this man is not a dis-
interested witness, but that he is, to the same extent as any other employee of the
Canadian Pacific railway, an interested employee.

Lord Mersey. — But Mr. Haight, I would point out to you that that explanation
applies to every one of the men that are called. '

Mr. Haight. — Yes, and I do not wish to leave Pilot Bernier in the position of
having impressed the court with the idea that he was a man totally disinterested
in the Canadian Pacific railway.

Lord Mersey. — He is paid for the work he does, and apparently for his expenses.

Chief Justice McLeod. — Do you think he is in a different position from a Father
Point pilot that is taken up by a tramp steamer? That pilot makes the same charge
as Captain Bernier.

Mr. Haight. — The duties of navigation are absolutely no different. I quite
agree with your Lordship.

Captain Walsh. — My Lord, may I state that I think we can prove that the
pilots piloting the coal boats! are making as much as ia paid to any pilots coming up
the St. Lawrence river.

By Mr. Newcombe :

5814. Q. Isn't it true, that you pay pilotage dues to the pilotage authorities, and
not to the pilot ? — A. As below Quebec, yes.-

5815. Q. The fees go to the pilotage commission ? — A. Yes.

5816. Q. And they are all divided up between the pilots irrespective of whether the
money is earned in piloting a C.P.K. boat or an ordinary tramp steamer ? — A. Yes.

By Lord Mersey :

5817. Q. At the end of the season ? — A. Yes, so that they do not benefit, that is the
point. My Lord, may I show the life-jacket now?

Lord Mersey. — Yes, but that is not just what I wanted. I mean, I should like you
to wrap it up and to tie it in the way in which it is wrapped up and tied in the cabin. —
A. Well, they are placed on the racks like that, my Lord.

Lord Mersey. — No, they are not placed that way. Wrap it up and tie it in the way
in which they are placed in the racks.

Chief Justice McLeod. — Leave it just as a passenger would find it? — A. I think I
am right, my Lord, in saying that in the racks that go up on the ceiling that is the way
they are put in the cabin rooms.

Lord Mersey. — It may be so, but certainly when I came across in the Aquitania
they were folded up in a long roll and then tied. — A. No, my Lord, I think the
bedroom stewards or the captain would tell you that they are this way. They are not
exactly like this, but are clean and are placed in a rack overhead so that a man in his
berth has nothing to do but put his hand up and take it down. The practice might vary
just a little in different cases, but I believe that in all cases they are overhead and left
in that way.

5818. Q. But the life belts I remember were overhead within arm's reach it is
true, that is within arm's reach of a man of the ordinary height, but they were doubled

WALSH.

EMPRESS OF IRELAND— STORSTAD COLLISION 351

SESSIONAL PAPER No. 21b

up. Just give me that belt please. ? — A. Yes, my Lord, here it is. That is not one from
the ship. That is one of the standard pattern and bears a Board of Trade stamp on it.

By Chief Justice McLeod:

5819. Q. Captain Walsh, are any instructions given to passengers, or are there
instructions put up in the state-rooms for passengers to read. It seems to me that for
instance a woman in an emergency might not exactly know it was a life-belt or know
what to do with it. — A. I do not think it is a general practice, my Lord, to give instruc-
tions. I think there are very few people though, really, that don't know how to use
them.

But there is an improvement here on this belt in this way, that it has a loop. On
the life belts some time ago — Mr. Yaux will probably bear me out in this — both ends
were fast. In this case they put it right over and put it through the loop and can bring
it right up under the chin, and have it as tight as they like by means of this loop.

5820. Q. How is that fastened, just around the neck? — A. Yes, it comes through
here, sir, and you can bring it as high as you like and bring your tapes around and
make it fast. Otherwise, if you had a loop, for a tall man it would be all right, and
for a short man it would hang away down and be a source of danger rather than of
safety.

5821. Q. I don't know, I confess, whether if I got an emergency and saw that I
would know what to do with it. I am afraid I scarcely would? — A. This is supposed
to be an improvement, sir, it bears the Board of Trade stamp.

By Lord Mersey:

5822. Q. Is this a form of life-belt approved by the Board of Trade? — A. Yes,
sir, this stamp simply says : ' Warranted to pass the Board of Trade survey.'

5823. Q. That is put on by the manufacturer? — A. Yes, your Lordship. This
is not one of the life-belts from the ship, but there are three coming. The reason I
brought this is, that the tapes that are on the three coming down are broken. They
were washing about on the shore at Eimouski, and I thought I would bring a com-
plete one, and then also produce the ones that were actually on the ship.

5824. Q. And you have a tape to tie around the waist too ? — A. Oh yes, there are
two tapes to tie around the waist.

By Chief Justice McLeod:

5825. Q. Are you supposed to tie it yourself or is the steward required? — A. Oh
no, you can bring the tapes around and tie them in front.

Lord Mersey. — Does anyone else desire to ask any questions of Captain Walsh?
If not, will you call the next witness?

Mr. Newcombe. — I should like to call the mate of the Sterstad, who went to Mon-
treal for the scrap log.

Mr. Haight. — Yes, he is here, but may I first put on one of the men who came
from the impress, one of the men we were looking for sometime ago, a man named
Fournier.

Henri Fournier, coal trimmer, Empress of Ireland, sworn.

By Mr. Haight:

5826. Q. Were you a member of the crew of the Empress on her last voyage? —
A. Yes, sir.

5827. Q. When did you ship on her?— A. The 28th of May.

5828. Q. As what? — A. As a trimmer.

FOURNIER.

352 MARINE AND FISHERIES

5 GEORGE V., A. 1915

58:29. Q. Where were you as the Empress was approaching Father Point on the
voyage out? — A. Down below.

5830. Q. Were you on deck at any time as you neared Father Point? — A. Yes,
sir, about three-quarters of an hour before.

5831. Q. What had you been doing then? — A. I was on deck to have a smoke.

5832. Q. Where were you when the collision occurred? — A. In my bunk.

5833. Q. Did you feel the jar of the collision? — A. Yes, sir, I thought she
grounded.

5834. Q. What did you do? — A. Well I told my mate that shipped on with me at
Quebec, a man by the name of Simon Cottle, who belongs in Bristol, England, and
I told him I guess she has grounded and he says ' Well, I guess we've struck some-
thing or something struck us,' and I grabbed my coat and hat and went right on deck.
I was on deck about a minute after the collision.

5835. Q. Whereabouts were your quarters on the ship? — A. Aft, on the port side.

5836. Q. How near the stern was the companion-way that led up on to the deck?
— A. Oh I should say about forty feet.

5837. Q. And when you came up on to the deck which way did you turn? — A. I
turned 'to the starboard side.

5838. Q. And how far did you go, to the rail? — A. No, sir, I just went to the stern.

5839. Q. When you went to the starboard side of the Empress, did you see any-
thing of the other steamer? — A Yes, sir, I seen the Storstad. I seen her mast lights.

5840. Q. What lights?— A. Her mast lights.

5841. Q. That is the white masthead light?— A. Yes.

5842. Q. Where was that light then? — A. Right opposite the stern.

5843. Q. And which way did that light appear to you to be moving? — A. Side-
ways, drifting sideways.

5844. Q. Which way? — A. Sideways. Here was the Empress here, and the light
was going that way.

5845. Q. Well, was the light moving towards your bow or towards your stern? —
A. Moving towards the stern.

5846. Q. When you got on the deck and went to the starboard side, did you see
the light on your left hand or on your right hand? — A. On my right hand, the star-
board side.

5847. Q. But at your left hand or right hand — you don't have a starboard side?
— A. My right hand.

5848. Q. Did you see that light shut out by the fog? — A. I just barely distin-
guished it. It was foggy.

5849. Q. Now after you saw the masthead light of the Storstad, what did you do?
— A. I went below and put a life-belt on.

5850. Q. Then what did you do? — A. Came on deck again and put the life-belt
on, and we were trying to launch the last boat aft on the port side, but we couldn't do
it, she was listed too much to the starboard side.

5851. Q. How long did it take you to go down below and get your life-belt on
and come up again? — A. Oh I was in a hurry, I should say about a minute.

5852. Q. How long do you think it took you to put on your coat and go up on
deck again the first time, when you felt the jar of the collision? — A. I should say
about a minute.

Mr. Haight. — That is all.
Mr. Aspinall. — No questions.
Lord Mersey. — Mr. Gibsone?
Mr. Gibsone. — No, my Lord.

Mr. Haight. — My Lord, the chief officer of the Storstad has been to Montreal and
has returned, and he has found some slips.

Lord Mersey. — Then will you put him into the box, Mr. Haight.
Mr. Haight. — Yes, my Lord.

FOURNIER.

EMPRESS OF IRELAND— STORSTAD COLLISION 353

SESSIONAL PAPER No. 21b

Toftenes, Chief Officer of Storstad, recalled.
By Mr. Haight :

5853. Q. Mr. Toftenes, did you return to the Storstad last night? — A. I did.

5854. Q. Did you succeed in finding any memoranda connected with your deck
log?— A. Yes.

5855. Q. Have you the memoranda? — A. I have them here.

5856. Q. Will you please state whether or not that is the memoranda from which
you copied your deck log? — A. It is.

5857. Q. Did you write out the account of the collision on any other scraps of
paper or in any other book than the official log and the two sheets you have here? —
A. No.

5858. Q. Have these two sheets ever been translated so far as you know? — A. Not
that I know of.

5859. Q. Have they ever been submitted to Mr. Griffin or myself or anybody else
connected with the case? — A. No, they have been in my keeping all the time.

Lord Mersey. — I thought you said you had seen these, Mr. Haight.

Mr. Haight. — Well, my Lord, I saw in his hands some slips of paper when he was
on board the ship. And he said something about having made a memorandum, and
it occurred to me that possibly the slips of paper I had seen in his hand might be the
memorandum.

Lord Mersey. — And in that sense you did see them?

Mr. Haight. — I saw them as I see them now, my Lord. ,

Lord Mersey. — You did not attempt to read them?

Mr. Haight. — I did not, my Lord.

Lord Mersey. — And I dare say if you had you might not have been any wiser, nor
should I.

Mr. Haight. — I assume they were in Norwegian. I would ask that they be marked
as an exhibit I think the number is 18.

Lord Mersey. — Yes, let them be marked. Will you just let me see them? — A.
Yes, my Lord.

(The witness hands the papers marked Exhibit 18 to His Lordship.)

5860. Q. Were these written partly in English and partly in Norwegian? — A.
No, every word is Norwegian.

5861. Q. Is it?— A. Yes.

5862. Q. Let me see it again? — A. Yes, my Lord.

5863. Q. Will you please tell me what the word is? (Indicating).

(The witness stepped up to the Bench and spoke to Lord Mersey in an
undertone, informing him that the word in question was a Norwegian word and
giving him the meaning of it, the remarks in detail being inaudible to the
reporter.)

Lord Mersey. — You must show these documents to Mr. Aspinall, and consider
whether it is worth while translating them. I cannot read them.

Mr. Aspinall. — My Lord, what I have had done is this : as we have an interpreter
here, and he tells me that the log is precisely the same language as the scraps of paper,
save only in this respect, that we find in the log this : "As the other vessel continued
ahead ",and we do not find those words in the scrap. It is not an important matter, I
don't think, but otherwise the two documents are the same. I say it is not an important

TOFTENES.

2lZ>— 23

354 MARINE AND FISHERIES

5 GEORGE V., A. 1915

matter, because in the earlier part of the log there is language which suggests that the
Empress was moving ahead at the time of the collision, so it is not in any way incon-
sistent with what we find in the earlier part of the log.

Mr. Haight. — And the record may show, Mr. Aspinall, that we are agreed that the
original scrap and the official language are to all material purposes identical?

Mr. Aspinall. — Yes.

Lord Mersey. — We are talking now about the scrap log?

Mr. Aspinall. — No, my Lord.

Lord Mersey. — Well, I think Mr. Haight was.

Mr. Haight. — Yes, I was, my Lord.

Lord Mersey. — Then you were making a mistake, and Mr. Aspinall was assenting
to the mistake.

Mr. Aspinall. — My Lord, I am being very generous.

Mr. Haight. — As I understand it, then, it is not the desire of the court that these
two pieces of paper upon which the first officer made his memoranda, should be trans-
lated?

Lord Mersey. — What I understand, Mr. Haight, is this: that these scraps of
paper which we have not had translated, but which we have marked, agree substantially
with the scrap log.

Mr. Haight. — With the official deck log, my Lord. This is the draft originally
made on two sheets of paper, in pencil, from which the chief officer subsequently copied
his story as it stands to-day in the official deck log.

Lord Mersey. — I don't understand it yet. I thought the things that were coming
from Montreal were the bits of paper upon which this gentleman wrote the movements
of the ship when the movements were being actually made, and I find that is not so.
These scraps of paper are the scraps of paper upon which he wrote at eight or nine
o'clock the next morning, the original of what he afterwards put in the scrap log?

Mr. Haight. — Into the official log.

Lord Mersey. — Very well, and he did put them into the official log.

Mr. Haight. — Yes.

Lord Mersey. — And then I understand Mr. Aspinall and you to say that the
substance of these bits of paper contained what you found in the official log?

Mr. Haight. — With the addition of four wTords. I will ask to have them marked,
and I will not have them translated unless it becomes necessary. That is Exhibit No.
18, I think.

By Mr. Newcombe:

5864. Q. You stated that shortly before the collision you gave the order to port?
— A. Yes, sir.

5865. Q. You say you did not give the order hard-a-port •?— A. I did not.

5866. Q. When you gave the order to port what did you expect the quartermaster
to do with the wheel? — A. To put his wheel towards the starboard side.

5867. Q. How far is he going to put it over? — A. Until I tell him to steady.

5868. Q. Did you tell him to steady?— A. I did not.

5869. Q. Was not he perfectly right in putting the wheel over as far as he did ? — ■
A. He was.

5870. Q. Lord Mersey. — I understand that first he put it over to port and then
left it and went away considering that he had executed the order that was given to

TOFTENES.

EMPRESS OF IRELAND— STORSTAD COLLISION 365

SESSIONAL PAPER No. 21b

him and that later on, without any further order, he went to it again and put it hard-
a-port.

Mr. Newcombe. — As I understand the evidence, the quartermaster was at the
wheel and the third officer was overlooking the steering. After getting the order to
port the quartermaster ported so many degrees and the ship, as they say, did not
answer. Then the third officer standing there took hold of the spokes and turned the
wheel hard over.

Lord Mersey. — That is right, is it not?

Mr. Aspinall. — Yes, sir.

Witness retired.

Mr. Newcombe. — Call Mr. Whiteside.

William James Whiteside, Marconi operator, Father Point, sworn.

By Mr. Newcombe:

5871. Q. I think you reside in New York? — A. Father Point.

5872. Q. You have just come from the scene of the wreck? — A. I am the Marconi
operator in charge of the station at Father Point.

Mr. Newcombe. — He is not the man we want.

5873. (To witness). Q. You have nothing to do with diving? — A. No.

Mr. Newcombe. — I am sorry, this is not the witness.
Witness retired.

William Wallace Wotherspoon, chief of diving operations, sworn.

By Mr. Newcombe:

5874. Q. Have you just come from the scene of the wreck ? — A. Yes, sir.

5875. Q. Arrived this morning? — A. Yes, sir.

5876. Q. You have had charge of the diving operations there? — A. Yes, sir.

5877. Q. Most unfortunately, you lost your principal diver there the other day? —
A. One of them, yes, sir.

5878. Q. What was his name? — A. Edward Cossaboom.

5879. Q. Had he, under your instructions, gone down and made a survey of the
position of the wreck? — A. Yes.

5880. Q. And reported to you what he found ? — A. Yes.

5881. Q. Will you give the court such information as you can as to the position of
the wreck as it lies under the water there? — A. We went down on the government
steamer Druid with two moorings on the 7th of June and from a small boat moved with
kedge anchors the diver made his first descent. We tried to put him down away from
the wreck — that is towards the bilge of the ship and first there was a line put down
with a weight on the end of it and he went down on that. The first thing he reported
when he came up was that he struck some obstruction, tried to catch it and then passed
below it. That was evidently the bilge of the ship. He was taken up and the boat's
position was shifted so that it Was nearer her load line; he went down again and found
the side of the ship aslant — not a very abrupt slant but aslant. He found white work
and travelled along that fore and aft and the ship when she was wrecked was roughly
speaking inshore. That was all he did that day.

WOTHERSPOON.

21b— 23i

3>6 MARINE AND FISHERIES

5 GEORGE V., A. 1915
By Lord Mersey :

5882. Q. That would show that the ship was on her starboard side? — A. Roughly,
yes, sir. On the 19th with a small steam schooner rigged for the purpose, and with
some naval divers, another examination was made. I presume the officer in charge of
the naval divers can best report as to his own men. Our man went down intending to
find the stern of the vessel and put a mooring on it so that not only could it be worked
from, but the stern of the vessel would be absolutely established. He moved forward —
he thought he was moving aft but it is very easy to become twisted — and he worked his
way along to what he called the awning which would really be the screening. That is
on the promenade deck. Then he worked along aft. He again established in his own
mind that the ship had quite an inclination. He then worked up towards the rail of
the vessel and found a great lot of raffle, boat falls and so forth. He found a collapsible
boat. Then he was ordered up. He made another descent in the afternoon and this
time worked aft until he came opposite, or just above, No. 4 hatch and found a suitable
place to place this mooring. He brought up a body with him when he came. He made
another descent a few minutes afterwards, a chain was passed down to him and he made
it fast to the after end of the ship. He then travelled forward and travelled out a little
on the rigging and his impression was still that the vessel had quite a slant or slope
to her side.

5883. Q. You are talking of the port side of the ship? — A. Yes, sir. Then, next
<J*y when he lost his life, he we it forward on the forecastle head. He worked up there
with this mooring. It was probably due to the shape of the ship but he was then under
the same impression that the vessel's side was by no means flat. When he was on the
forecastle head he slid and lost his life. The position of the vessel was then, roughly
speaking, north-east and south-west.

By Mr. Neivcombe:

5884. Q. Southwest the bow? — A. Northeast the bow.
By Lord Mersey:

5885. Q. The bow north-east ?— A. Yes, sir.

5886. Q. That being really the direction in which she was travelling when she
was sunk? — A. Yes, my Lord.

By Mr. Newcombe :

5887. Q. And the spars pointing to the shore? — A. Yes.

5388. Q. Was the vessel lying perfectly flat? — A. Not perfectly flat. He had a
notion that the vessel sank with the smokestacks almost parallel to the surface of the
water. As she sank and was immersed her gravity began to right the ship and she
ultimately would have sunk with the spars upright but before that turning movement
was complete she struck the bottom. That left a very considerable leverage and it bent
down.

5889. Q. What sort of a bottom is there?— A. Soft mud.

5890. Q. Is she deep in the mud?— A. 12 or 15 feet I should think.

5891. Q. Did the diver go over the other side? — A. No, he did not go over the
other side. It would be a very hazardous undertaking. He wanted to but I stopped
him.

By Mr. Aspinall:

5892. Q. As you get down towards the bed of the river do the currents run very
swiftly? — A. There is about a two and a half knot current. They almost run in the
same direction and at top and bottom there is always a current.

5893. Q. When you get down towards the bottom the current does not necessarily
run in the same way as the current does at the top? — A. Towards the middle of the
flood or ebb it probably runs the same way top and bottom but as the tide changes it
changes on the top first.

WOTHERSPOON.

EMPRESS OF IRELAND— STORSTAD COLLISION 357

SESSIONAL PAPER No. 21b

5894. Q. Then a vessel sinking might have its heading affected? — A. Yes, sir,
very possibly.

By Mr. Haight:

5895. Q. Have you ever, Mr. Wotherspoon, done any diving in that vicinity before
this incident? — A. Yes, 40 or 50 miles from there.

5896. Q. Would the tidal conditions where you did your diving be similar to those
off Father Point or would they differ very considerably? — A. They were of the same
character.

5897. Q. At what stage of the tide would you say that the total movement of the
water on the surface and at the bottom would all be in the same direction? — A. The
middle of the flood or the middle of the ebb.

5898. Q. Explain how far each way? — A. That would be pretty hard to say.

5899. Q. Assuming that low water on the night in question was a few minutes
after ten and that high water occurred about four, that would mean that the exact
middle of the flood movement would come at one o'clock? — A. I am afraid that you
will have to repeat; I cannot get your point.

5900. Q. According to my understanding the tide table shows that at Father
Point on the night of this disaster it was low water about 10 p.m. and high water about
4? — A. a.m.

5901. Q. A.M. I think it was fifteen or twenty minutes past four. Do I under-
stand that at one o'clock or thereabouts the movement of water in the river would be
the same both at the top and the bottom? — A. It would be most apt to be the same
at that time. Of course, there is an eddy at that point. The shore forms a sort of
sweep at that point and the tide does not run directly up and down the river.

5902. Q. When you get four or five miles off from Father Point? — A. At that
particular point of the river — I should perhaps have said before — the current does not
seem to run directly up and down the river.

5903. Q. Where does it seem to set? — A. After flood tide it seems to swing towards
shore and after ebb tide from shore.

5904. Q. Where will your buoys be facing on a flood tide? Will they tend to
float towards the shore? — A. Yes, sir.

5905. Q. Would it be approximately right to say at right angles to the shore ?—
A. Not as much of an angle as that ; a lesser degree than a right angle.

5906. Q. As I see the chart the north line magnetic is almost at right angles.
Would the current tend to drive these buoys to the southeast? — A. That is down-
stream.

5907. Q. There (referring to chart) is Cock Point, there is Rimouski and there
is Father Point. — A. (The chart having been placed in witness' hands.) With flood
tide it would sweep in that way; it would head like that (indicating).

5908. Q. Can you tell us in which direction your buoys would drive if you cut

them loose; would they go southeast or ? — A. With flood tide they would drive

off to the south. That would be their trend — not exactly.

5909. Q. How many feet of water covered the port side of the steamer? — A.
At low water about 75 feet.

5910. Q. So that in any event, if the vessel were sinking very rapidly there would
not be time after she left the surface for her to alter her position before she touched the
bottom ? — A. Just before a ship of that size touched bottom the tide would have a very
strong effect upon her.

5911. Q. It is impossible to tell which way she would swing? — A. No, I think she
would swing her stern towards shore. If she occupied a certain position at the surface
I should think it would swing her stern in or her bow out.

5913. Q. Do you think that there are conditions below that are entirely different
from those on the surface? — A. Yes, it depends on certain stages of the tide.

WOTHERSPOON.

358 MARINE AND FISHERIES

5 GEORGE V., A. 1915

5914. Q. Do you think the conditions are radically different below from what'
they are on the surface three and a half to four hours after high water? — A. Then
there is a considerable difference.

5915. Q. The tendency would be, as I understand you, Mr. Wotherspoon, at the
middle of tie tidal movement, to have the water conditions at the surface and the
bottom the Mmieti — A. They i-.re more apt to be the same then than at any other time.

5916. Q. Is it not true that the current of the river actually overcomes the inflow-
ing of the tide ? — A. Do you mean at the flood ? The flood is not as strong as the ebb.

5917. Q. Is it not true that while there is the difference of low water and high
water the real difference of the tidal movement is merely that the current is stronger
on the ebb and weaker on the flood and is always out towards the St. Lawrence Gulf ? —
A. No, sir.

5818. Q. The charts that I have all seem to indicate that to be the fact. (Refer-
ring to American chart.) As I read the chart the entry towards the middle of the
river, immediately off Rimouski, reads 'current 1£ to 2£ knots always down.' — A. The
chart may be right but our experience in wrecking would not seem to indicate quite
that.

5919. Q. Off Metis Point, about 5 or 6 miles farther on there is another entry,
' currents li to 2 knots indicated down/ — A. No answer.

5920. Q. Will you please state at what precise points these two moorings are made
fast? — A. One of them is made fast directly to the stern. The other one was directly
at the after end of No. 4 hatch.

5921. Q. He did not get over on the deck? — A. Yes, sir.

5922. Q. Did he get down on the deck to the hatch combing? — A. No, not so far
inboard; it was nearer the rail than that.

5923. Q. It is fastened to the rail? — A. No, sir, inboard of the rail as I under-
stand.

5924. Q. Fastened to No. 4 hatch.— A. At the after end of No. 4 hatch.

5925. Q. And the forward bow? — A. The forward bow was not made fast by
him but be was fastening it and a chain was put down to the forecastle head and one
of the jib stays was made fast.

5926. Q. These two buoys are made fast to the same deck of the ship? — A. Yes, sir.

5927. Q. What is the line of these buoys when they are in a normal position —
northeast? — A. Northeast to southwest, by compass; it might differ a little.

5928. Q. The bow heads northeast and the stern southwest? — A. Yes, sir.

5929. Q. I do not suppose any of the divers have been to the extreme stern? —
A. This man was to the extreme stern.

5930. Q. Did he report as to how he found the rudder? — A. No, sir, he did no*
go as far as that.

5931. Q. Are you continuing your diving work?— A. Yes, sir.

Mr. Haight. — If there is time to recall the witness I would like to know how her
rudder is set. (To witness).

5932. Q. When will the next descent be made?— A. Probably the day after to-
morrow. We are getting other divers.

Lord Mersey. — Mr. Haight, I have listened to these questions and I have tried
to follow them as I have no doubt my colleagues have; what is this evidence sup-
posed to establish?

Mr. Haight. — That the vessel which was lost is pointing N 45 degrees E.

Lord Mersey. — That we have heard several times and the stern is pointing
exactly the other way. What else, Mr. Haight?

Mr. Haight. — N. 45 degrees E. is practically the angle at which we say she was

heading when she hit us.

WOTHERSPOON.

EMPRESS OF IRELAND— STORSTAD- COLLISION 359

SESSIONAL PAPER No. 21b

Lord Mersey. — It establishes that the stem is pointing northeast and the stern
is pointing southwest. You have asked a great many questions.

Mr. Haight. — Because Mr. Aspinall, noticing at once that the vessel was point-
ing northeast and not southeast, as Captain Kendall has said, quite properly asked
jif there could not be some currents that really would have changed her heading so
that the position she now lies in is absolutely no indication as to how she pointed.

Lord Mersey. — 'What does he say to that?

Mr. Haight. — He says there may be some currents. He says that he found
some current there and the court will decide

Lord Mersey. — Sometimes he made that sort of a sign and then he made another
sort of a sign.

Mr. Haight. — If the court thinks that it is the pivot point of this case — that is,
as to how these boats were heading — if we are going to have any real evidence as to
tidal conditions, I think that government surveyors should place buoys and scienti-
fically measure the movements of the currents at the same periods of the tides at this
point. It can be done and is done every day.

Lord Mersey. — I shall leave the government to make up its mind about that.
By Mr. Newcombe:

5933. Q. Having regard to the information which you have about wrecking, do
you think it will be possible, in connection with your operations, to get an actual
description of the damage that was caused by the collision? — A. I very much doubt
it. This man was very anxious to try and work, under the side, but I think it would
be a very hazardous and perhaps impossible undertaking. While the rail may be
above the mudline I think the injury would be covered by mud.

5934. Q. As to raising the ship, that is impossible*? — A. In my opinion, that is
impossible.

By Mr. Haight:

5935. Q. At what period of the tide can your work be done with the greatest
safety? — A. Flood tide is best but they have gone down at all stages of the tide. Of
course, slack water is what we try to have but we have to work at every stage of the
tide.

5936. Q. You find that there is less current observable at flpod tide than at any
other period of the tide? — A. No, at slack water.

Lord Mersey. — In slack water the current is less?

Mr. Haight. — I would like to find out what the diver's experience is as to going
down. (To witness) :

5937. Q. Will you tell us the stage once more that you find best during the entire
period of the ebb and flow time? — A. We find it best at slack, high and low water.

5938. Q. If you are diving on a tide at flood it makes less trouble than on an ebb
tide? — A. Yes, sir.

Chief Justice McLeod. — Did I understand you to say that the vessel lies in the
same position as that in which she was when she was struck?

Mr. Haight. — I say that the angle which everybody admits was the angle when
we were heading west by south places her heading very nearly northeast.

By Lord Mersey :

5939. Q. Was your diver able to ascertain whether any of the ports were shut? —
A. Some of the upper ports have been found open.

5940. Q. What ports were those? — A. The diver would describe them as being on
the white work; that would be on the promenade deck, and so on.

WOTHERSPOON.

360 MARINE AND FISHERIES

5 GEORGE V., A. 1915
By Chief Justice McLeod:
5941. Q. Were there any open in the cabins? — A. Yes, sir, there were some cabin
ports open — not many.

Witness retired.

Capt. J. B. Belanger, Master of Government steamer Eureka, sworn.

By Mr. Newcombe:

5942. Captain Belanger, you are master of the Canadian Government steamer
Eureka? — A. Yes, sir.

5943. Q. You were in charge of that vessel on the night of the sinking of the
Empress of Ireland? — A. Yes, sir.

5944. Q. Did you take a pilot off from the Empress of -Ireland? — A. Yes, sir.

5945. Q. Can you state the time when you took off the pilot? — A. Yes, sir; it was
at 1.30.

5946. Q. Eastern standard time? — A. I think so; that is my ship's time.

5947. Q. Precisely where was it that you took the pilot off? — A. Just about
abreast of the Father Point wharf — a little west of it.

5948. Q. Is that the closest description you can give me — a little to the west-
ward of Father Point wharf? — A. About a mile and a half.

5949. Q. And a little to the westward? — A. A little to the westward.

5950. Q. You did not take any bearings or observation of the place? — A. No.

5951. Q. But you think that is as accurate as it can be stated? — A. Yes.

5952. Q. At 1.30? — A. Tes, as shown by the extract from the log.

5953. Q. After that where did you go? — A. I was just waiting for the Wabana.

5954. Q. Coming down? — A. Coming down behind the Empress.

5955. Q. She was coming down with a pilot, too? — A. Yes, she had a pilot on
board and I was to take him off.

5956. Q. What sort of a vessel is the Wahanal — A. A collier.

5957. Q. A steamer? — A. A steamer.

5958. Q. Did you take her pilot off? — A. Yes, sir.

5959. Q. At tile same place? — A. About the same place.

5960. Q. At what time?— A. At 2.10.

5961. Q. And then did you go back to ?— A. To the wharf at 2.20.

5962. Q. That is the wharf at Father Point?— A. Yes, the Father Point wharf.

5963. Q. Did you get a message there in regard to the accident? — A. Yes, sir.

5964. Q. At what time?— A. I just had touched the wharf at 2.20— about 2.25
I was just touching the wharf — by telephone.

5965. Q. By telephone from Mr. Whiteside? — A. Mr. Whiteside and Mr. Mc-
Williams.

5966. Q. They gave you the information that the Empress was sinking? — A.
Yes, rush.

5967. Q. What did you do? — A. I rushed instantly without any delay — about two
minutes.

5968. Q. How long did it take you to reach the wreck ? — A. From 40 to 45 minutes.

5969. Q. What did you find there? — A. I found the Empress sunk, disappeared,
and I found the Storstad on the south part of the wreckage and heading south.

5970. Q. The Storstad lying there with her boats ? — A. The boats were out;

I saw boats there.

5971. Q. Did you see wreckage? — A. I saw wreckage and many bodies.

BELANGER.

EMPRESS OF IRELAND— STORSTAD COLLISION 36U

SESSIONAL PAPER No. 21b

5972. Q. And people floating in the water ?— A. Yes, dead bodies and live bodies
also, which I saved.

5973. Q. Did you put your boats down and go to the rescue?— A. I took the
people out of the first boat of the Empress ; there were three boats there.

5974. Q. You did everything possible — A. Everything.

5975. Q. To alleviate the sufferings of the survivors? — A. Yes.

5976. Q. A number of them came aboard of your ship? — A. About 150.

5977. Q. About 150 survivors? — A. Yes; and some died aboard — about 10.

5978. Q. You took them to Eimouski ? — A. I touched at Father Point in passing-
to know if there were any doctors there and as there were no doctors I went instantly
to Rimouski wharf.

5979. Q. How many trips did you make? — A. Three.

5980. Q. You landed these 350 people and went back again twice? — A. Twice-
afterwards.

g 5981. Q. The officers and crew did everything possible to save life and assist sur-
vivors?— A. Yes.

5982. Q. Were there pilots also on your ship? — A. Yes, I had four of them.

5983. Q. And they lent their assistance? — A. Yes; if you want to know the names--
I can give them to you.

5984. Q. On the second trip you made did you rescue any living people ? — A. No,.
sir; when I left there were no living people in sight.

5985. Q. When you left on the first occasion ? — A. Yes, sir.

5986. Q. And you found some property, too? — A. Yes, sir.

5987. Q. While you were waiting for the Wdbana to take off her pilot at 2.10,.
did you hear any whistles from the vicinity of the Empress of Ireland? — A. Yes, sir.

5988. Q. That was when you were? — A. When I was waiting off Father Point
for the Wdbana.

5989. Q. What whistling did you hear, Captain Belanger? — A. First,

one lonjr

blast, next two short blasts, and, third, three short blasts.

5990. Q. Did you know whether these blasts were from the same whistle? — A. I
cannot swear to the first one but the two second ones I can nearly swear that it wasr
from the Empress.

5991. Q. The first long blast you are not sure of, but the others you are quite-
satisfied came from the Empress? — A. I might mistake, but I am nearly sure that it
was"the whistle of the Empress.

5992. Q. Can you give the time of that whistle? — A. Just about five minutes-
before I got aboard the Wdbana.

5993. Q. That would be about five minutes past two? — A. Yes.

5994. Q. May I ask you if you brought your log which you have on the Eureka?
— A. No, sir.

5995. Q. In this statement, which I have signed by you, you say ' I am writing
that by the extract from the log of the Eureka entered by second officer Caron on the*
29th of May, 1914/ and you say that certain things happened at certain times. Is
that correct? — A. Yes.

5996. Q. Is this a true copy of the entries in your log? — A. Yes, that is a true-
copy; I will swear to it.

Mr. Newcombe. — If you want to cross-examine, Mr. Haight, here is a copy of the*
entries (copies of entries handed to Mr. Haight and Mr. Aspinall).
Mr. Meredith. — Did he (the witness) enter up this log?
Mr. Newcombe. — No, the entries were made by Caron, his second officer.
By Mr. Aspinall:

5997. Q. When you heard the whistles below you in the river you were them
awaiting this collier, the Wdbana ? — A. Yes, sir.

BELANGER.

362 MARINE AND FISHERIES

5 GEORGE V., A. 1915

599S. Q. And in that time your vessel was about a mile above Father Point? —
A. Which boat?

5999. Q. The boat in which you were — that was about a mile above Father Point?
A. Yes.

6000. Q. And the collision happened somewhere between 6 and 7 miles below
Father Point?— A. Yes.

6001. Q. So that at this rate, the distance between you and these two ships when
you were hearing the whistles was somewhere between 7 and 8 miles? — A. Yes, sir.

By Mr. Haight:

6002. Q. What is the time that you kept on the ship, Captain Belanger? — A.
Quebec time.

6003. Q. Is that corrected from time to time or do you just keep winding the
clock? — A. Every morning, sir, by the report from Mr. McWilliams.

6004. Q. Who is Mr. McWilliams? — A. The steamship's agent at Father Point.

6005. Do you get it over a telegraph wire? — A. He gets it from the telegraph
wire himself and he gives it to me by telephone.

6006. Q. According to your belief, the time on the Eureka is standard time?—
A. It must be standard time, I suppose, but I just take it from Mr. McWilliams. I
do not know if it may be a few minutes out. There may be a little change of time
during the 24 hours as it is not chronometer time.

6007. Q. When you get Mr. McWilliams' report, if you find that there is any
variation in your clock, do you set your clock right? — A. When I received notice of
the accident I did not go to the watch to see if the watch was keeping correct time.

6008. Q. Each morning, when you get the correct time from Mr. McWilliams, you
go to your clock and if your clock differs you correct it? — A. Yes, sir.

6009. Q. How much correction do you usually have to make; do you have to make
a correction every morning? — A. Yes, every morning when there is correction to be
done.

6010. Q. Did you get the time yesterday morning? — A. Yes. Sometimes they
may lose a second or half a minute, or one minute, or perhaps more.

6011. Q. Then your clock will lose more than a minute in a day? — A. I do not
take special note of it. A chronometer is another thing, but our clock is a good clock
and it does not vary much more than two minutes.

6012. Q. The clock is a good clock? — A. Yes, first class.

6013. Q. Do you enter in the log the times when you take off and put on pilots
to the various vessels? — A. Yes,. sir

6014. Q. As I understand you, you did enter in the log the time you took pilot
Bernier off from the Empress1} — A. He is entered at 1.30. It is in the statement at
1.30. We enter it not only for pilot Bernior but for all. As soon as the pilot is
aboard we enter all pilots and all passengers also.

6015. Q. How close were you to the Empress ?— A. Alongside of the Empress when
we took the pilot off.

6016. Q. You actually had a line to the Empress when pilot Bernier came over
the rail on your deck ? — A. A line ?

6017. Q. You were made fast to her ? — A. No.

6018. Q. You were actually touching?— A. We were touching.

6019. Q. And Captain Bernier came over your ladder and stepped on your deck?
—A. Yes.

6020. Q. You entered the exact time he stepped aboard? — A. Yes.

6021. Q. Did you take that time from your Eureka clock or watch? — A. Yes, by
the Eureka clock; the second officer took it especially for that purpose and he was
writing the log book.

BELANGER.

EMPRESS OF IRELAND— STORSTAD COLLISION 363

SESSIONAL PAPER Mo. 21b

6022. Q. As I understand you, when pilot Bernier came on deck you were abreast
of Father Point or perhaps a little west of it \ — A. Nearly abreast of it.

6023. Q. By abreast you mean that Father Point was a little to the south of
you? — A. I mean abreast of Father Point wharf, north of Father Point wharf.
Father Point wharf is heading north about 5 degrees west.

6024. Q. A line drawn from your boat to Father Point wharf would have been
approximately south? — A. From Father Point wharf it would be south from my

6025. Q. If you drew a line from your boat out in the water to the Father Point
wharf at the time you took off the pilot it would have been approximately south? —
A. South, yes.

6026. Q. As soon as Bernier came aboard the Eureka did the Empress start
ahead? — A. Yes.

6027. Q. About what is the speed of your boat ? — A. From 9 \ to 10.
6028.Q. She is a converted tug?— A. Yes, a converted tug.

6029. Q. How long have you been master of the Eureka? — A. Four years.

6030. Q. Are you familiar with the sound of the whistles of the big boats that are
regularly navigating the river ? — A. Yes, I was quite aware of the sound of the Empress.

6031. Q. Could you recognize the Empress whistle when you heard it ? — A. Yes.

6032. Q. Did the three signals which you heard sound as if they came from the
same ship ? — A. I cannot say that the first one was because at the time of the first blow
I was looking for the Wabana, I heard that one and I just took it to be the noise but I
cannot swear that it was from the Empress. The two second ones I am nearly in a
position to swear they came from the Empress.

6033. Q. You testified before the coroner at Eimouski, did you not? — A. Yes.

6034. Q. According to my best ability in the translation of French, as I under-
stand your testimony, you say that you heard the whistles of two steamers, fii*fet, that
the Empress had blown one blast and that the Storstad had responded. Is that correct ?
— A. I do not think that is correct. They misunderstood that; I cannot recognize the
whistle of the Storstad. It is a new boat on that line.

6035. Q. You continue ' Then the Empress gave three short blasts signifying full
speed astern. The Storstad gave two blasts intending to say that the engines had been
stopped but that the steamer was moving under control. After the three blasts of the
Empress the other gave no answer to my knowledge.' Is that not the testimony you gave
before the corner ? — A. I do not think he has been very well understood.

By Lord Mersey :

6036. Q. You do not think what? — A. That he has not been very well understood.

6037. Q. That the coroner did not very well understand what you were saying? — ■
A. Yes, sir.

Mr. Haight. — Have you, Mr. Newcombe, a copy of the coroner's minutes ?

Lord Mersey. — He ought not to have. (To witness) v —

6038. Q. Have you a copy of what the coroner wrote? — A. (Witness) No, sir.

By Mr. Haight :

6039. Q. Did you, Capt. Belanger, hear any whistles from the other steamer, or
from another steamer, sounded in the vicinity of the Empress? — A. No, sir; I heard
only these whistles and they sounded east.

6040. Q. Yon believe that all three whistles you heard came from the Empress? —
A. No, sir; I say the two last ones; the first one I cannot swear to.

6041. Q. Is it your best judgment, although you will not be positive, that all three
whistles were blown by one boat? — A. I am not positive of the first one.

6042. Q. I know you are not positive but what do you think? — A. I do not think.

BELANGER.

364 MARINE AND FISHERIES

5 GEORGE V., A. 1915

6043. Q. I quite understand that you do not think and I quite understand that
you do not feel able to state positively what boat blew the first signal of one blast. I
do not ask you to say positively. Give me your best judgment. Do you think it was?
The court will allow you to say what you think. — A. I think it was the first

By Chief Justice McLeod:

6044. Q. What did you think at the time you heard the whistle ? — A. It was about
five minutes before.

6045. Q. What boat did you think it was then? — A. I might have thought it was
just the same whistle as the Empress but I am not sure.

By Lord Mersey:

6046. Q. To whom, Capt. Belanger, did you address this statement (referring to
a typewritten statement which had been handed to his Lordship) ? — A. I sent it to
Captain Lindsay. I sent a report; the minister asked me for a report.

6047. Q. Who is Captain Lindsay?— A.

Mr. Newcombe. — He is the officer who was directed to make the preliminary
inquiries.

By Lord Mersey:

6048. Q. You were invited to send it to him and you sent it to him? — A. I sent
it to him. The last one was sent to the deputy minister.

6049. Q. Did you send a statement before you sent this one ? — A. Is that the last
one?

6050. Q. This is apparently a second statement because you say : ' I omitted to
state in my former written statement,' etc. — A. This last one has been given to the
deputy minister, Mr. Johnston, by me this morning.

6051. Q. This one?— A. This one.

6052. Q. When did you write it? — A. Yesterday.

6053. Q. You sent one, you say, previously to Mr. Lindsay? — A. Mr. Lindsay —
Captain Lindsay of the Marine and Fisheries Department.

6054. Q. When did you send that? — A. It must be dated.

Lord Mersey. — Have you got it, Mr. Newcombe? Will you show it to me?
Mr. Newcombe. — I have not got it; Mr. Johnston may have it; he is not here at
the moment. This is a statement of the 13th of June that we have here.

By Lord Mersey:

6055. Q. This statement, I see, is dated the 13th of June; I refer to the statement
in my hand. I understand the witness to say that he wrote it yesterday ? — A. I wrote
the last paragraph yesterday.

Lord Mersey. — Have you the letter that he sent to Mr. Lindsay?

Mr. Newcombe. — I have not. I thought this was the letter. Mr. Johnston may
have it, but he is not in Court.

Witness. — The Deputy Minister got this one this morning (referring to type-
written statement handed to him by Mr. Newcombe). I just put in what was omitted.

Mr. Newcombe. — I have sent for Mr. Johnston and if there is another state-
ment

Lord Mersey Where is Mr. Johnston?

Mr. Newcombe. — He is out of the Court room at the moment; I do not think he
is far away.

(Mr. Johnston having entered the room.)

BELANGER.

EMPRESS OF IRELAND— STORSTAD COLLISION 365

SESSIONAL PAPER No. 21b

Lord Mersey. — Mr. Johnston, it is said that you received a letter from this
"witness in reference to the Eureka; did you?

Mr. Johnston. — Yes, my Lord.

Lore Mersey. — Will you show it to me?

Mr. Johnston. — It is among the various papers. It is an exact copy of this
(referring to typewritten document), with the exception that in the later one he added
& paragraph.

Lord Mersey. — I want to know how the exception came to be added*
Mr. Johnston. — Capt. Belanger will have to explain that.

By Lord Mersey:

6056. Q. Mr. Belanger, will you follow carefully what I say? — A. Yes, sir.

6057. Q. And see whether it is right. Did you, on the 13th of June, write a report
and send it to Mr. Lindsay? — A. Yes, sir.

6058. Q. That is the -13th of June?— A. Yes, sir.

6059. Q. That report which you sent to Mr. Lindsay was sent in consequence of
Mr. Lindsay asking you to send it? — A. Yes.

6060. Q. Did Capt. Lindsay ask you to send it by sending you a letter? — A. Yes,
sir.

6061. Q. Have you that letter? — A. I have not that letter.

6062. Q. Where is it ? — A. I do not remember whether it was by letter or verbally.

6063. Q. You do not know whether he asked you by letter or verbally? — A. Yes.

6064. Q. But he did ask you, and in consequence you wrote a letter, dated the
13th June?— A. Yes.

6065. Q. That letter you wrote on the 13th of June contained no reference
whatever to whistles? — A. No, sir.

6066. Q. It had nothing at all about whistles? — A. No answer. ■

6067. Q. Now, you hand to me what purports to be a copy of a letter dated the
1 3th June, and the copy has a paragraph in it setting out the whistles you heard which
paragraph you inserted in the copy that you made yesterday? — A. Yes.

6068. Q. Aryd the reference to the whistles therefore was made for the first time
yesterday in writing by you? — A. Yes.

6069. Q. Where did you send that letter with the additional paragraph in it to ?—
A. I brought that letter up to the Deputy Minister, Mr. Johnston, this morning.

Lord Mersey. — Now, Mr. Newcombe, may I ask you to assist me? This document
which you have handed up to me and which I understood at first was a copy of a let-
ter written by this gentleman is not a copy of that letter?

Mr. Newcome. — So it would appear.

Lord Mersey. — It is a copy of a letter written by him up to a certain point and
then it is something which he himself added yesterday.
Mr. Newcombe. — Yes.

Lord Mersey. — The letter itself having been written more than a week ago.
Mr. Newcombe. — That would seem to be so.

By Lord Mersey:

6071. Q. The added paragraph which you put in yesterday is this : ' I omitted
to state in my former written statement ' — that is the statement that you sent to Cap-
tain Lindsay — ? — A. Yes, sir.

6072. Q> ' — that just before the Wabana was boarded at 2.10 a.m. on the 29th
May, I heard distinctly whistle signals/ You wrote that in yesterday? — A. Yes, sit.

BELANGER.

366 MARINE AXD FISHERIES

5 GEORGE V., A. 1915

6073. Q. Have you any written record of the whistle signals that you did hear on
the 29th of May? — A. No, I did not keep any record.

6074. Q. There was no record of them or reference to them in the log of the
Eureka? — A. No, sir, not in the log of the Eureka. The second officer did not hear
those whistles.

6075. Q. I want to understand about that. Who kept the log of the Eureka?-^
A. The second officer.

6076. Q. What is his name? — A. Amedee Caron.

6077. Q. Where was he at the time, you say you heard these whistles? — A. He
was in his room perhaps; I cannot recollect sure.

6078. Q. On the same ship you were on — the Eureka? — A. Yes, sir.

6079. Q. Might he have heard the whistles ? — A. He might have heard the whistles
because I just made the remark to my quarter-master that the whistles sounded as if
there was something wrong.

6080. Q. I am going to ask you about that in a moment. If the second officer of
the Eureka heard such whistles would it be his duty to enter them in the log ? — A. Yes.

6081. Q. But he did not enter them? — A. It is not necessary to enter them in the
log book regularly.

6082. Q. What you want to say is that he might have entered them in the log
book but he was not obliged to? — A. No, sir.

6083. Q. Anyway, he did not enter them? — A. No, sir.

6084. Q. You did not write them down anywhere? — A. No, sir.

6085. Q. Apparently you gave evidence before the coroner? — A. Yes, sir.

6086. Q. Mr. Haight has read to us what he says is a translation of what you said
before the coroner? — A. Yes.

6087. Q. I should like to have a copy of that. When did you give your evidence
before the coroner? — A. (No answer.)

Mr. Haight A- ( Handing typewritten document to his Lordship.) The portion 1
read, my Lord, is underlined.

By Lord Mersey:

6088. Q. When did you give your evidesce before the coroner? — A. (No. answer.)
Lord Mersey. — This note, I suppose, Mr. Haight, is dated?

Mr. Haight. — I do not remember. The inquest at Eimouski was two or three days
after the catastrophe.

Lord Mersey. — This is the inquest at Eimouski, but it has no date to it.

Mr. Haight. — It was the following Saturday ofter the collision.

Lord Mersey. — What was the day of the week on which the collision occurred?

Mr. Haight. — Friday.

Lord Mersey.— Do you mean to say that the inquest was begun next day ?

Mr. Haight. — So I understand.

Lord Mersey. — That is rather odd; they must be very quick.

Mr. Haight. — Captain Kendall was there, he testified, and he knows.

Lord Mersey. — Captain, when was this inquest?

Captain Kendall. — On the following day — Saturday.

Lord Mersey.— The collision was in the early morning of Friday, and the coroner
sat on Saturday next?

Captain Kendall. — Yes.

Lord Mersey. — When did he sit?

Captain Kendall. — At 11 a.m.

BELANGER.

EMPRESS OF IRELAND— STORSTAD COLLISION 367

SESSIONAL PAPER No. 21b

Lord Mersey. — He only examined a few witnesses and then adjourned?

Captain Kendall. — Till two.

Lord Mersey. — Had he completed the inquest?

Captain Kendall. — No.

By Lord Mersey:

6089. Q. Let me see what you said before the coroner according to the coroner's
notes. You think that the coroner is not very accurate? — A. (The witness) I think
there is some misunderstanding.

Mr. Newcombe. — I have a certified copy of the depositions. I do not know whether
your Lordship has a certified copy or not.

Lord Mersey. — I suppose it is the same as this.

Mr. Newcombe. — Very likely.

Lord Mersey. — Now, let us see what Captain Belanger said. This is what the
coroner has taken down : —

c A notre retour de notre premier voyage, le Storstad avait laisse la Pointe
au Pere. J'ai entendu les cris des deux bateaux. D'abord YEmpress a siffle un
coup, l'autre, le Storstad, a repondu.'

6090. Q. Is that right?— A. I don't

6091. Q. Perhaps you do not understand my French? — A. Your French is first-
class. I think there is some mistake in that.

' Ensuite YEmpress a donne" trois cris, signifiant : toute vitesse arriere. Le
Storstad avant avait donne deux cris voulant dire que ses machines etaient arres-
tees, mais que le bateau avangait, pouvait se gouverner. Apres les trois cris de
YEmpress, l'autre n'a pas donne de reponse, a ma connaissance.'

6092. Q. Are we to understand that you think that the coroner has misunderstood
what you were saying? — A. That is my idea, all right.

6093. Q. And that what is taken down is not what you said? — A. No, sir, that is
not what I intended to say.

6094. Q. My colleague the Chief Justice tells me that there was no shorthand
writer there and that the coroner himself wrote it all in long hand.

(Here several questions were put to the witness by Sir Adolphe Routhier, in
French, in reference to his deposition before the coroner at Rimouski.)

By. Lord Mersey :

6095. Q. I have only one other question to ask you: When you heard these
whistles, whatever they were, you seem to have said to the second mate — is that the
man who was in the cabin? — A. He was the quartermaster; he was at the wheel.

6096. Q. You said to the quartermaster at the wheel: there is trouble down there?
—A. Yes.

6(597. Q. How soon after this was it that you were told to put out? — A. It was
about when we heard those last whistles — it was about five minutes before that we
boarded the YYaljana, and we boarded the Wabana at 2.10. Just after that we came back
to the wharf at Father Point, about — where is the log book? Will you give me the
time when I got to the wharf ?

(Log book handed to witness.)

By Lord Mersey:

6098. Q. You need not trouble, M. Belanger, because we can find it in the log. —
A. 2.20 at wharf.

BELANGER.

368 MARINE AND FISHERIES

5 GEORGE V.f A. 1915
By Mr. Newcombe:

6099. Q. 2.30 left the wharf for the Empress of Ireland?— A. 2.3D, yes.

6100. Q. Can you give us any idea where the Wabana was at the moment of the
catastrophe ? — A. The Wabana when the accident happened was, I think, a little below
Father Point wharf. At 2.05 I heard these first blasts before the W\abana was there
and at 2.10 the Wabana passed Father Point wharf.

6101. Q. Then the Wabana ?— A. The Wabana at the time, she should be

abreast of Father Point wharf.

6102. Q. At the time of the collision the Wabana was just at Father Point? — A.
Yes, not at the wharf, but abreast of the wharf.

By Mr. Haight:

6103. Q. Did the coroner himself write out the answers which you gave to his
questions the day after the accident? — A. I can't swear it, sir.

6104. Q. Do you know how the notes were taken?

Loxd Mersey. — He said they were taken in long hand by the coroner.
The Witness. — Yes.

Lord Mersey. — Is it usual in your courts to cross-examine the witness upon
questions put from the bench?

Mr. Haight. — It is not unusual, my Lord, to follow up the points which are raised;
I have even known of exceptions being taken to questions asked by the bench.

Lord Mersey. — Who does that?

Mr. Haight. — I have known of cases where such exceptions were sustained by
the presiding judge.

Lord Mersey. — I have never heard of such a thing. Let us not have the same thing
three or four times; if you cross-examine this witness — and I am not going to stop
you — try to keep the thing in some sort of order, and see if you can exhaust your
examination once for all.

Mr. Haight. — Your Lordship raises points that have not occurred to me, and I
sometimes like to follow them. As far as I understand, this man signed his deposi-
tion before the coroner after it was written out.

Lord Mersey — I have no doubt he did.

Mr. Haight. — I should like to know who wrote it and if he signed it.

Chief Justice McLeod. — In such examinations the ordinary rule is that the wit-
ness has his evidence read over to him at the time.

Mr. Haight. — I wanted to see if that was actually done in this case.

By Mr. Haight:

Q. Is it not true that the coroner wrote out the minutes of your evidence and
read his written statement to you, and that you signed it? — A. I don't remember if
he wrote himself; there were two there.

By Chief Justice McLeod:

6105. Q. Was it read over to you before you signed it? — A. I sure think so, yes.

6106. Q. And you did sign it? — A. I signed it, I suppose.

Witness discharged.

BELANGER.

EM PRESS OF IRELAND— STORST AD COLLISION 369

SESSIONAL PAPER No. 21b

Captain Kendall, SS. Empress of Ireland, recalled.

Examined by Mr. Newcombe :

6107. Q. You recognize this book of regulations? — (Book shown to witness). — A.
I do.

6108. Q. No. 254, regarding the chief steward, says that the saloon and passenger
compartments are never to be left from 6 a.m. to 11 p.m. without a steward in attend-
ance,: and that from 11 p.m. to 6 a.m. night stewards must be in attendance. — A.
That is correct.

6109. Q. Can you state whether on the night of the accident night stewards were
in attendance at these compartments ? — A. I cannot exactly, but a report is made every
half hour to the bridge by the steward on watch that all is correct below.

6110. Q. And you received these reports? — A. The officer received that report
on the bridge.

6111. Q. Up to the last half hour before the collision? — A. Yes.

6112. Q. Is it possible that the doors leading to the decks from the second class
lounge could have been locked ? — A. It is not possible.

6113. Q. Are they ever locked on board the ship? — A. Never locked, no.

6114. Q. What would you say with regard to the statement that the second class
lounge was full of women and children; there must have have been 300; that only
one man was there and that between them they could not burst open the locked doors
leading to the decks? — A. The doors are never locked. There is no need to lock the
doors ; there is no reason.

6115. Q. Is there, to your knowledge, any foundation whatever for such state-
ment?— A. There is no foundation whatever; these doors open out and not in.

By Chief Justice McLeod:

6116. Q. They are never locked? — A. They are never locked, never.

By Mr. Newcombe:

6117. Q. Who would be the officer to confirm your statement, the chief steward? —
A. The chief steward would confirm my statement.

6118. Q. Would he be the officer immediately in charge of these compartments? —
A. Yes. I may say that when a collision occurs and a ship gets on her side as much
as this ship has done, the strain becomes so great on the decks that the doors of cabins
as well as companionways are likely to be jammed with the frame work coming to-
gether— the pressure.

By Chief Justice McLeod:

6119. Q. If they were shut at the time of the collision, then, there would be diffi-
culty in opening them ? — A. Yes, that is likely to occur.

By Mr. Newcombe :

6120. Q. Can you tell me whether your water ballast tanks were full or empty
when you sailed ? — A. They were full when leaving Quebec ; 776 tons of water.

By Chief Justice McLeod:

6121. Q. You are quite clear, are you, captain, that the doors were not locked? —
A. I am quite clear that the doors were not locked, my Lord.

6122. Q. Do you know anything about the number of people that were in that
compartment? — A. I couldn't say, but in the ladies' compartments that Mr. Newcombe
speaks of — 350, I think he said

Mr. Newcombe. — 300.

The Witness. — I doubt if it is possible to get 50 in altogether.

KENDALL...

216—24-

370 MARINE AND FISHERIES

5 GEORGE V., A. 1915

By Chief Justice McLeod:

6123. Q. 300 then, could not get in?— A. You couldn't put 50 in, if you packed
them in.

Witness retired.

Augustus Gaade, recalled.

Examined by Mr. Newcombe :

6124. Q. You have already been sworn and have given testimony ? — A. I have, sir.

6125. Q. Do you know whether there were any stewards in attendance at the second-
class lounge on the night of the accident? — A. Not exactly at the lounge; there are
three night watchmen for the second-class compartment.

6126. Q. They were on duty on the night of the accident ? — A. They were.

6127. Q. Are the passages leading from the lounge ever locked on board your ship ?
— A. Never, sir.

6128. Q. Were you in the lounge after the collision ? — A. I wasn't, sir.

6129. Q. Did you have any reports from the night watchmen previous to the
accident? — A. Previous to the accident, none.

6130. Q. What do you say as to the possibility of 300 women and children having
been imprisoned there? — A. I can't see how 300 could get there; we only had 253
second-class passengers altogether, and the room wouldn't accommodate that number.
There was no reason why 300 people could get there ; they couldn't possibly get there.

6131. Q. How many doors were there leading from that lounge? — A. There was
two from the lounge and two from the smoke room; two double doors in the companion
just outside smoke-room.

6132. Q, Would these doors ordinarily be shut or open? — A. They are closed
with a bolt inside and the bolt is just slipped by anyone and the door is thrown open.
The same with the smoking room; the doors are never locked; they were put on for
the purpose tjhat a passenger from the inside could pull the bolt and pull the door
open.

Lord Mersey. — I do not think you need trouble about that any further.

The Witness. — I may mention that a passenger mentioned this fact to me: about
this after compartment he said: The doors was locked, and I contradicted him. I
said: Well, suppose they had been locked and you say there was so many people
there, couldn't they have burst that door open? He said: No, it was impossible; the
door was opened in. I said: Thank you, that is all I require; there are no doors
open in; they open out on the deck, every door in the ship.

By Chief Justice McLeod:

6133. Q. You are the chief steward?— A. Yes.

6134. Q. Did you hear any order given to close the wi.ter-tight doors? — A. I
heard the siren blow a long blast.

6135. Q. What is the significance of that to the crew? — A. There is a notice which
has been printed and posted up in each pantry, stating that at a long blast «of the
siren the men shall attend the bulkhead doors and close tvhem; immediately they go
to their boats. The rest of the men go right straight to their boats.

6136. Q. Are there any men specifically delegated to close the bulkhead doors?
A. There are. sii ; there is a list made out and posted up on a notice board in the
pantry so that every man can see it.

6137. Q. I suppose the men do not always read those notices. Are any instruc-
tions given to the men that it shall be the business of certain men to close certain

GAADE.

EMPRESS OF IRELAND— STORSTAD COLLISION 371

SESSIONAL PAPER No. 21b

doors? — A. The men are told off for every door, and every morning at quarter to
eleven, the doors are inspected by the captain, the purser, the doctor, the chief officer
and myself, and the steward who is in charge of the second class goes with us until
we finish with his doors, and the steward from the third class goes with us also until
his doors are closed.

6138. Q. Was this inspection made on the morning of the 28th? — A. On the
morning of the 28th the inspection was made, sir.

6139. Q. And you say that when this siren blows, each man knows what doors
to go to? — A. Yes, sir, and they have certain signals. Of course, the doors are not
closed on an ordinary inspection; they are not all closed at once, they are closed as we
go around. For instance, there is a man works from the top and the man below gives
the signal; he gives two signals to close the door, and he gives three signals to open
the door, and he gives four signals to denote that tfae door is finished with. That is
only to see that the doors are in working order; in case of a door being stiff or any-
ways hard at all the captain immediately tells the officers to get the carpenter and see
that the door is made to run all right.

6140. Q. You say the doors are closed from where ? — A. From the deck above.

6141. Q. In all cases? — A. In all cases.

6142. Q. And is there a man there? There must be some machinery to be oper-
ated?— A. It is turned by handles; all done by handles.

6143. Q. Who is there to handle them? — A. The man on top; the man gives the
signals below to the man who is standing by to turn the door and shut or open it, which-
ever the case may be.

6144. Q. And the signal for closing the doors is the blowing of a blast on the
siren? — A. Yes, sir, that is in emergency cases.

6145. Q. You yourself heard no order given ? — A. Not except the siren, sir, no.

6146. Q. At this time, when this emergency occurred, did the men go to the
different doors, or do you know? — A. As far as my knowledge goes, sir; there is quite
a number of them lost; they went to the doors on the starboard side.

6147. Q. These doors are numbered, are they not \ — A. They are numbered, sir,
yes.

6148. Q Have you charge of them? — A. Xo. sir, the second cabin steward has
charge of the doors in his compartment and the third-class steward has charge of the
doors in his. They make the list out ; they pick the men out and this list is made out
before the ship leaves port in Liverpool, and posted up so that every man may know
what his station is. Exactly the same with the blankage, buckage and extinguishers;
everything is made out on large lists and a man knows exactly v\-here to go to.

By Lord Mersey:

6149. Q. You say that every man knows exactly ; are you sure ? — A. They are
drilled to that, sir; the first inspection that is made we go round and every man has to
answer his name. There may be a little discrepancy somewhere, but if there is a man
is immediately put in his place before the ship leaves. There is a Board of Trade
inspection at Liverpool and all these men have got to answer to their names, sir.

6150. Q. I can understand their answering to their names, but I am not so satis-
fied about their all knowing what they have to do in the event of an emergency. — A.
Do you mean with regard to fire, sir \

6151. Q. Yes, or a collision such as this was. Do they ever read these notices I — ■
A. Yes, sir.

6152. Q. When? — A. They are looking at them practically half the time; they are
in the pantry where the men get their food and where they are working all day long.
That is where the notices are posted in each department.

GAADE.

21&— 24|-

372 MARINE AND FISHERIES

5 GEORGE V., A. 1915

By Chief Justice McLeod:

6153. Q. Do you seriously think that the men read them? — A. I don't see how they
can avoid reading them; in fact they have got to be there when the inspection is held
and if they are not there, they have to give a proper explanation as to why they are
not there. Men are told oft' to the nozzle; men told oft to the wheel; men told oft to
the hose; men told oft to the extinguisher. They are told off to buckage; they are told
off to blankage; they have a certain place to muster together.

By Chief Justice McLeod:

6154. Q. I find there is evidence that door No. 90 was closed. — A. I couldn't tell
you about that.

6155. Q. Do you know of anyone who can tell if any other of these doors were
closed? — A. Yes, sir.

6156. Q. Who can do it? — A. There are men in the court here now; there are
three or four of them that closed the doors on the port side.

6157. Q. Would you mind giving their names? — A. There is Donegan, Kaniper,
Gregory, Hayes. The reason these doors on the port side were closed was because they
were immediately opposite the men's quarters and all they had to do was jump out and
close them on the port side.

By Lord Mersey:

6158. Q. They were of very little importance? — A. Yes, sir.

By Chief Justice McLeod:

6159. Q. Do you know any of those who closed the doors on the starboard side? —
A. Hayes and a man named Harrison. It would be somewhere where she was struck ;
he works the door there. He is in the court now, sir.

By Mr. Newcombe:

6160. Q. Who is the other man? — A. Harrison.

By Mr. Aspinall:

6161. Q. Were the number of men in your department whose business it was to
deal with the watertight doors, 32 in all ? — A. 32 in all.

6162. Q. Have only 13 of those men been saved ? — A. I believe it is 13 sir, as far
as I can learn.

6163. Q. Of these 13 who were saved, are 8 of them men whose duty it is to deal
with the port side watertight doors ? — A. I think it is 6 on the port side.

6164. Q. You told me 8 this morning. — A. On the starboard side — saved, sir.

6165. Q. Thirteen men have been saved? — A. Thirteen men, sir.

6166. Q. Now, I want you to tell me of the 13, how many of those saved would
have to work on the port side? — A. Eight, I believe.

6167. Q. So that 8 of the 13 saved would work on the port side? — A. Yes.

6168. Q. That leaves 5 whose duty ? — A. Five who were lost, sir.

6169. Q. No, no; that would leave 5 saved who, if they had had time and oppor-
tunity, ought to work on the starboard side? — A. Yes, that is right, sir.

6170. Q. Of those five, Hayes is one, is he? — A. Hayes is one.

6171. Q. Harrison is another? — A. Yes, sir.

6172. Q. There were three left; are the three others in court here? — A. No, sir.

6173. Q. Where are these other three; that is what I want to know? — A. They
were connected with the forward doors, forward of the steerage; they went home, I
believe, sir.

6174. Q. Of the five who have been saved, whose duty it was to work on the star-
board side, we have only two in this country ? — A. Two, that is all.

GAADE,

EMPRESS OF IRELAND— STORSTAD COLLISION 373

SESSIONAL PAPER No. 21b

6175. Q. Hayes is one who has given evidence. Harrison is here, and when he
is put on the stand he will be able to tell us something about it. — A. Yes, sir.

By Chief Justice McLeod:

6176. Q. Whose duty was it to light the emergency lamps? — A. Night watchmen,
sir.

6177. Q. Do you know whether they were lit or not? — A. I seen two lit on the
forward companion, sir.

" 6178. Q. Third class accommodation; is that where they were? — A. No, on the
main companionway.

6179. Q. Whose duty was it to light the third class? — A. Night watchmen, sir.

6180. Q. Are they here? — A. No, they were drowned, sir.

6181. Q. You don't know whether these lights were lit or not ? — A. I couldn't say.
sir,

James Rankin, passenger, Empress of Ireland, sworn.

By Mr. Newcombe:

6182. Q. You are an engineer by profession, Mr. Eankin, and you were a passen-
ger on the Empress on the 29th of May? — A. Yes.

6183. Q. At the time of the accident you were turned in? — A. Yes.

6184. Q. Wakened by the shock ? — A. Yes, that is what really woke me up.

6185. Q. What did you do when you were awakened? — A. I lay for probably about
a minute after I was wakened; I didn't get up until I heard the gear working that
closes the watertight doors.

By Lord Mersey:

6186. Q. Until what? — A. Until I saw some gear working that closes the water-
tight doors; extension gear running up to the decks.

By Mr. Newcombe:

6187. Q. You knew what that sound meant? — A. I did.

6188. Q. Then you got up; did you go on deck? — A. Yes.

6189. Q. Whereabouts was your cabin? — A. Just about the foot of the stairway
leading down from the dining room, second class dining room; lowest second class
deck, on the starboard side.

6190. Q. Was your port open? — A. I was in an inner room.

6191. Q. You say, I came up ; the water came to enter by window at lower deck ?
—A. That is right.

6192. Q. You testified before the coroner and that is your testimony? Will you
explain that statement? — A. That port hole I was referring to was not in the room;
it was in the alleyway outside the room.

6193. Q. Outside your room? — A. Yes.

6194. Q. Your room opens on a cross passage, close to the starboard side of the
ship?— A. Yes.

6195. Q. And that port, you say, was open? — A. Yes.

6196. Q. And the water was coming in there when you went up? — A. Yes.

6197. Q. Coming in in large volumes? — A. No, it was just starting to come in,
you may say.

6198. Q. Had the ship listed then ?— A. It had.

6199. Q. Very much? — A. Well, it listed enough to bring that port hole to the
level of the water.

RANKIN.

374 MARINE AND FISHERIES

5 GEORGE V., A. 1915

6200. Q. Would that be the lowest row of ports in the ship, or would there be a
row of port holes below that ? — A. That I cannot say ; the lowest passenger port holes.

6201. Q. The lowest passenger port holes? — A. I think so.

By Chief Justice McLeod:

6202. Q. Did you close the port hole? — A. No, I left it open.

By Mr. N&w combe:

6203. Q. What did you do on the deck when you came up? — A. .1 made my way
right up to the boat dxjk on the port side. There were some members of the crew
and firemen, you could hardly tell which; they were mixed. They were standing by
the boats on the port side.

62(04. Q. Trying t) release the boats? — A. They did try for several minutes, but
they could not get them out; the list had become by that time so great that it was
utterly impossible to launch the boats on that side.

6205. Q. Did any of the boats break away? — A. They did, later on.

6206. Q. Did you see them? — A. I heard the crash, yes.

6207. Q. What happened then? — A. They crashed down to the starboaid si -~.e
of the vessel.

6208. Q. Were any people injured, to your knowledge? — A. Well, I don't pe -
son ally know, but they certainly must have hit someone.

6209. Q. Did you go in one of the boats ?— A. No.

6210. Q. Did you find yourself in the water? — A. Yes.

6211. Q. Now, did you see the Storstad? — A. Yes.

6212. Q. When you came on the deck?— A. Not at first.
When? — A. About probably five or six minutes after I came on deck.
Where was she then? — A. Immediately abeam on the port side.
How far away? — A. Well, I would say nearly a mile away.
Do you know whether your ship was making any headway at the time of
— A. I couldn't say.

By Mr. Aspinall:
6217. Q. In your opinion did the ship's officers and crew do all they could? — A.
Yes, sir.

6218. Q. As far as you could see, did the men seem to go to their stations? — A. Yes.

6219. Q. Was the discipline, so far as you could see, under those circumstances,
good? — A. It was.

By Mr. Haight:

6220. Q. Will you, Mr. Eankin, please indicate on the diagram, the stateroom
which you occupied. Do you remember the number now? — A. 510. (Position of state-
room indicated by witness on diagram.)

6221. Q. Did you hear any whistles, Mr. Rankin, before you felt the jar of the
collision? — A. Yes, I am conscious of hearing whistles before the collision.

6222. Q. Do you remember what the whistles were? — A. I couldn't tell you at all.

6223. Q. You were not, then, entirely asleep before the jar? — A. No.

6224. Q. How long did it take you, do you think, to get to the boat deck on the
port side after you felt the jar of the collision? — A. I would say, perhaps, about three
minutes.

6225. Q. All told?— A. Yes.

6226. Q. And when you left your room to go up, the port hole in the passageway
was already under water? — A. Well, it was on the level with the water, the water was
coming in.

6227. Q. And the list when you got to the deck was so great that it was impossible
to handle the port boats? — A. In a minute or two it became utterly impossible, yes, sir.

RANKIN.

6213.

6214.

6215.

6216.

collision ?

EMPRESS OF IRELAND— STORSTAD COLLISION 375

SESSIONAL PAPER Mo. 21b

6228. Q. How long did you stay on the port side? — A. I was on the port side all
the time.

6229. Q. Have you any idea near what boat on the port side you stood? — A. The
two end boats on the port side. I do not know their position.

6230. Q. Were you near the one that was nearest the stern ? — A. No, on the boat
deck; the two aftermost boats.

6231. Q. Near which of those two boats did you stand ? — A. I was at both of them.

6232. Q. Not at once? — A. Yes, at once, between the two boats.

6233. Q. How soon was it after you got to your position between those two boats
that you saw the Storstad? — A. Perhaps I would.be there about another three minutes;
that is about six minutes from the crash.

6234. Q. So that it appeared to you to be perhaps six minutes after the collision
before you saw the Storstad? — A. Yes.

6235. Q. Had the fog begun to clear then?— A. Yes.

6236. Q. So that you could see a good deal farther then than when you came on
deck?— A. Yes.

6237. Q. Had you signed on as an officer of the Canadian Pacific Railway Com-
pany, Mr. Rankin? — A. Yes.

6238. Q. In what capacity? — A. As a supernumerary engineer.

By Lord Mersey :

6239. Q. Can you mark on the plan the port hole that you found open? — A. I
think so, sir.

6240. Q. Just look at the plan and see if you can. (Position of port hole marked
on plan by witness.)

6241. Q. Can you tell me whether you saw any other ports open? — A. No, sir.

By Sir Adolphe Routhier:

6242. Q. The closing of the watertight doors is done quickly; it does not take
much time? — A. No, 30 seconds would close the watertight doors; anything up to a
minute.

Witness discharged.

Lord Mersey. — Now, are you likely to have many more witnesses?

Mr. Newcombe. — Not a great many, my Lord.

Lord Meresy. — Do you know whether you will finish your evidence to-morrow?

Mr. Newcom(BE. — Oh yes, I think so ; the only witness of any length now will be
Mr. Hillhouse.

Lord Mersey. — He, of course, we must have; and then there will be the expert
evidence called on behalf of the Storstad

Mr. Newcombe. — Yes, my Lord.

Lord Mersey. — And is there any other evidence that you know of, from either
ship?

Mr. Newcombe. — I want to examine Harrison, whose name has just been men-
tioned, and Powell, who was on the night watch — assistant night steward — with
regard to the closing of the doors and the closing of the ports.

Lord Mersey. — With the exception of these two men, are there any other witnesses
to be called?

Mr. Newcombe. — Your Lordship mentioned the other day the lack of evidence
from the boiler room forward of the engine room. Since then, one engineer has been

RANKIN.

376 MARINE AND FISHERIES

5 GEORGE V., A. 1915

called who was in that room and who escaped; now I believe there are some stokers
or trimmers who were in that room and who are also available.

Lord Mersey. — Has anybody taken from them their statements? I do not want
to take up time, you know, by putting persons in the box when they have nothing to
tell us.

Mr. Newcombe. — I have just ascertained that these are the men who have gone
to Liverpool and have not got back.

Lord Mersey. — Then they are not here?

Mr. Newcombe. — Apparently not; I thought they were.

Mr. Haight. — There is one man from the ship whom I should like to have called.

Lord Mersey. — Is he here?

Mr. Haight. — Yes, My Lord; I think he is in Court now.

Lord Mersey. — Have, him here to-morrow morning.

Mr. Newcombe. — Harrison is here and Powell is here.

Lord Mersey. — Have them here to-morrow morning; I think we will now adjourn
until to-morrow morning at 10 o'clock.

Mr. Haight. — I should like to have one of the charts which we have been using
photographed; it is quite impossible to secure other copies of the chart and I want to
make some diagrams.

The Commission thereupon adjourned till 10 a.m. Wednesday, June 24th.

EIGHTH DAY.

Quebec, Wednesday, June 24, 1914.

The Commissioners appointed by the Honourable John Douglas Hazen, the Min-
ister of Marine and Fisheries of Canada, under Part X of the Canada Shipping Act as
amended, to enquire into a casualty to the British Steamship Empress of Ireland, in
which the said steamship, belonging to the Canadian Pacific Railway Company, was
sunk in collision with the Norwegian Steamship Storstad, in the River St. Lawrence,
on the morning of Friday, the 29th day of May, 1914, met at Quebec this morning, the
twenty-fourth day of June, 1914.

Lord Mersey. — We have received a cmmunication from the officer commanding the
Essex to say that the two gentlemen from the Essex who have been conducting the
diving operations are at the disposal of the court, if you think it worth while to obtain
their evidence.

Mr. Newcombe. — I understood they were available and we are making arrange-
ments to have them here.

Chief Justice McLeod. — There is another matter we have talked over. There is a
question about the course that these vessels took, and particularly the question of the
course that the Empress took after leaving Father Point and I thought it would be
advisable if we could get some captain or pilot, who is used to the course, to say whether
the course taken by the Empress was the ordinary course with a view of getting out to
sea or whether it was a different course. I think that can be done.

Mr. Newcombe. — If it is thought desirable.

Chief Justice McLeod. — I mentioned it to Lord Mersey and I thought I would
mention it to you.

EMPRESS OF IRELAND— STORSTAD COLLISION 377

SESSIONAL PAPER Mo. 21b

Mr. Newcombe. — The testimony, as far as it goes> is that they were upon the usual
course.

Chief Justice McLeod. — We have just the testimony of the Empress but I thought
that some one outside might be got to tell us that.

Lord Mersey. — I should have thought that you would have brought some gentle-
man from some independent line.

Mr. Newcombe. — We will try and call competent witnesses in regard to that.

Frank Harrison, second class steward, Empress of Ireland, sworn.

By Mr. Newcombe :

6243. Q. What was your position on the Empress? — A. Second class bedroom
steward.

6244. Q. What cabins were under your charge ? — A. From 400 to 430.

6245. Q. Were they on the port or starboard side? — A. On the starboard side.

6246. Q. Were you on duty the night of the collision? — A. No, sir.

6247. Q. What time did you leave duty?— A. At 10 o'clock.

6248. Q. Are you in a position to give any testimony in regard to the closing of
water-tight doors? Do you know anything about that? — A. I close them every day
when we have inspection.

6249. Q. When you retired that night at 10 o'clock were the doors open or closed?
— A. Open.

6250. Q. When did you go on deck again? — A. When I heard the crash.

6251. Q. Do you know anything about any doors having been closed at that time?
— A. When I heard the crash I heard the siren blow and I knew it meant to close the
bulkhead doors, and I went right around to my door. I was unable to close it because
there was too much water there.

6252. Q. On what deck is that?— A. On the upper deck.

6253. Q. How much water did you find there then? — A. I could not exactly say
but I did not have much time to

6254. Q. Was the water deep on the deck? — A. It was not too deep, but I could
not get to where the door was.

6255. Q. Where was this water coming from? — A. I could not tell you, sir.

6256. Q. Do you know anything about the portholes in the cabins? — A. Yes, sir,
they were all closed. All the ports were closed at 10 o'clock when I went off duty
except the small passage ports.

6257. Q. Do you mean by that the cross passages between the cabins ? — A. Yes, sir.

6258. Q. Those ports were open? — A. They were open at 10 o'clock.

6259. Q. They were open at the time of the collision as far as you know? — A. I
could not tell that.

6260. Q. You do not know. Did you observe, when you -went down after the
collision whether these ports were open or not? — A. No, sir.

6261. Q. How do you know that the ports in the cabins were closed? — A. Because
I went around them myself at 10 o'clock.

6262. Q. You went around to each cabin under your charge and saw that they
were closed? — A. Yes.

6263. Q. Are they so closed that passengers cannot open them? — A. They cannot
open them without they have a key ?

6264. Q. There is no key in the cabin? — A. No, sir, the key is kept under lock
and key.

Hy Lord Mersey:

6265. Q. Are the ports that you are talking about on the starboard side of the
ship? — A. Yes, sir.

HARRISON.

378 MARINE AND FISHERIES

5 GEORGE V., A. 1915

By Chief Justice McLeod:

6266. Q. Where were the ports that you say were not closed? — A. On the star-
board side up in the middle alleyways.

6267. Q. Were they outside portholes? — A. Yes, sir.

626S. Q. They were not closed? — A. No, sir, not at 10 o'clock.

By Sir Adolphe Bouthier:

6269. Q. In the passages? — A. In the passages.

By Chief Justice McLeod:

6270. Q. You spoke of going to a door and trying to close it? — A. Yes.

6271. Q. What door was it?— A. Xo. 36.

6272. Q. On the starboard side? — A. On the starboard side.

6273. Q. Was that one of the compartments that was broken by the impact? — A.
I could not tell that; it was near amidships.

By Sir Adolphe Bouthier:

6274. Q. In what part was it ? — A. It was forward of my cabin — by No. 400 room.

By Chief Justice McLeod:

6275. Q. What kind of a door was it, a sliding door? — A. A sliding door.

6276. Q. The water was coming in? — A. The water was up on the top where we
were working. I could not see the door. The door was underneath the deck below.

By Mr. Xewcombe:

6277. Q. Did you hear of any of these bulkhead doors being closed after thf
accident '. — A. Yes, sir. I heard them closing the uoors on the shelter deck when 1
was rushing down.

6278. Q. Did you hear of any of the lower doors being closed? — A. 1 could not
tell you; I did not hear.

6279. Q. Have you ever heard since from any of your mates, or in conversation
with any one on the ship, that the doors were closed, or did any one tell you that he
had closed a door I — A. Xo, sir.

By Chief Justice McLeod:

6280. Q. What deck did you say you were on ? — A. The upper deck that we
worked the door from.

6281. Q. The upper deck?— A. Yes.

By Mr. Aspinall:

6282. Q. Mr. Harrison, as soon as you felt the crash, what did you do; did you
rush up at once? — A. I first put on a little clothing and rushed right down to my
door.

6283. Q. You wasted no time? — A. Xot a minute.

6284. Q. Your first thought was of your door? — A. Yes, sir.

6285. Q. That was your duty?— A. Yes, sir.

6286. Q. How did you know that this was your first duty? — A. I heard the
siren blow.

6237. Q. The siren gave you the order, so to speak, and away you went at once
to your door. That is what all the other stewards ought to have done if they did
their duty, as you did? — A. Those are the orders, sir,

6288. Q. And having gone up and having done your best you could not work it?
—A. No.

HARRISON.

6290.

6291.

6292.

6293.

6294.

EMPRESS OF IRELAND— STORSTAD COLLISION 379

SESSIONAL PAPER No. 21b

6289. Q. I want to ask you a little about the portholes. At what time of the
day did the vessel leave Quebec? — A. Somewhere about half -past three in the after-
noon.

Was it a fine afternoon? — A. Yes, sir, very fine.

And it continued fine throughout the night? — A. Yes, sir.

There was no wind? — A. Not that I am aware of.

The ordinary smooth waters of the St. Lawrence — no sea? — A. Yes.

Do you find that under these conditions a great many passengers like
their port holes to be open? — A. Yes, sir.

6295. Q. When do you tell us that you went around and closed these portholes?
— A. Before I went off duty at ten o'clock.

6296. Q. This was the first night out?— A. Yes, sir.

6297. Q. Were there some women and children amongst the passengers whom
you had to look after? — A. Yes, sir.

6298. Q. Did some of these turn in very early? — A. Yes, they were pretty nearly
all turned in at 10 o'clock.

6299. Q. Do you feel confident under these circumstances that nearly all ha\ ing
turned in at 10 o'clock, you went into their cabins and closed their ports? — A. Yes,
I always did go around before I went off duty.

6300. Q. Do you feel confident that you did that on this night? — A. Yes, sir.

6301. Q. Did you find that any cabins had been locked when you tried to get in ? —
A. No, sir.

6302. Q. You were in the second class? — A. Second class.

6303. Lord Mersey. — This is very different from the experience that I have had
myself. .1 must say that I always fasten my cabin door and I always have my port-
hole open in the cabin. (To witness.) Q. Are there any passengers like me? — A. Yes,
sir, but we leave the ports open in the small alleyways and they have their doors open.

6304. Q. What about the ports in the cabin? — A. We close them the last thing at
night.

6305. Q. Do you find some passengers who refuse to have their ports closed ? — A. If
we do find that we leave an order when we go off duty porthole open in such a number
cabin so that the nightwatchman will know that the port is open in that cabin.

By Mr. Haight :

6306. Q. Do I understand that except where a special note is made of that character
you never allow a passenger to have his porthole open at night? — A. We always close
them at night.

6307. Q. Regardless of the weather? — A. Yes, sir; the last thing at night we close
them

6308. Q. No matter how warm it may be or how smooth the sea is? — A. Without
the passenger particularly requests it.

6309. Q. At ten o'clock on the night of this accident you were still in the St.
Lawrence river ? — A. Yes, sir, as far as I know. I was down below.

6310. Q. The weather was perfectly clear ? — A. Yes, sir.

6311. Q. The water was perfectly smooth? — A. Yes, sir.

Lord Mersey. — How does this part of the case affect you? It is necessary for us to
ask these questions in order to make our report, but how does this affect you ? I am only
suggesting, in the interest of brevity, that we dispense with all unnecessary examin-
ations.

• Mr. Haight. — I am afraid it will be on the side of my case to which your Lordship
takes exception, but personally I think, from my experience, that there is some doubt
as to whether the witness is accurate in his recollection in giving such testimony.

Lord Mersey. — Supposing the witness is not accurate, how does it affect your case?

HARRISON.

380 MARINE AND FISHERIES

5 GEORGE V., A. 1915

Mr. Haight. — It tends to affect the balance of his testimony.

Lord Mersey. — How does the testimony affect your case?

Mr. Haight. — There is nothing very vital to it.

Lord Mersey. — I do not think there is.

Mr. Haight. — No, there is not.

Lord Mersey. — I do not know what Mr. Aspinall wants to cross-examine at all for.

By Mr. Haight:

6312. Q. Then state just where the gear was that you were supposed to work to
close your watertight doors? — A. Hanging up to the bulkhead right at the side of the
door, sir.

6313. Q. You had a crank hanging on the bulkhead ? — A. A key.

6314. Q. Just where in the ship is the gear into which that key fits ? — A.

Lord Mersey. — How does this affect the Storstadf

Mr. Haight. — It bears directly on the question as to how fast the Empress sank.

Lord Mersey. — If it does that is another matter.

Mr. Haight. — He says that there were 2 feet of water in the companionway and
entering the door when he got there? — (Witness referred to plan.) — A. (Witness) : The
key hangs up here. (Witness indicated on exhibit, by letter ' K,' the place where the
key hangs on the bulkhead.)

6315. Q. Where is the gear into which that key fits? — A. Eight opposite to it
on the deck.

6316. Q. How long do you think it was after you felt the jar of the collision
before you got to the point where that key was hanging ? — A. It was not many minutes.

6317. Q. Did you go as fast as you reasonably could after you felt the jar? — A.
As soon as I had got some clothing on, I did.

6318. Q. At that time there were two feet of water in the alleyway ? — A. No, sir,
I did not say two feet — more water than I could get to place the key in.

6319. Q. How high from the deck is the place where the key fits in? — A. It is
level with the deck — flush with the deck.

6320. Q. About how much much water was there? — A. I could not tell you
exactly.

6321. Q. You were standing in it; did it come up to your knees? — A. No, sir, it
did not come that far up.

Witness retired.

Leonard Powell, assistant steward, Empress of Ireland, sworn

By Mr. Newcombe :

6322. Q. You were one of the assistant stewards on the Empress of Ireland? — A.
Yes, sir.

6323. Q. And a nightwatchman of the middle watch on the night of the collision?
— A. Yes, sir.

6324. Q. What were your duties on that watch ? — A. To light all emergency lamps
in case of fog. In case of fog, to light all emergency lamps and go on with my other
work.

6325. Q. What was the other work ? — A. Cleaning boots and such like.

6326. Q. Did you have anything to do with water-tight doors? — A. No, sir.

POWELL.

EMPRESS OF IRELAND— STORSTAD COLLISION 381

SESSIONAL PAPER No. 21b

6327. Q. Had you anything to do with the ports in the passages or cabins? — A.
I had no ports on my deck.

6328. Q. What deck were you on? — A. Lower promenade and upper promenade,
aft.

6329. Q. Where were you when the fog came on? — A. I was in the pantry.

6330. Q. Did you light the lamps then? — A. Not exactly, sir.

6331. Q. When did you light the lamps? — A. I lit the lamps after the collision
came on — I was busy doing something at the time.

6332. Q. Did you know you were in fog till the collision came? — A. Yes, sir, I
heard the fog horn once.

6333. Q. And you immediately lit the emergency lamps when you heard the fog
horn? — A. I was busy doing something; as a rule I do.

6334. Q. But being otherwise engaged you did not do it on this occasion? — A.
No, sir.

6335. Q. Then came the collision? — A. Yes, sir.

6336. Q. What did you do then? — A. I ran through the saloon and got orders
from the head nightwatchman, and he told me to call all passengers and tell them to
get their lifebelts on. As I went on I lit four emergency lamps, two on the lower deck
and two on the promenade deck.

6337. Q. You lit two of these as you went along ? — A. Yes, and rshouted out to the
passengers as I was going along.

6338. Q. Did you go on the boat deck? — A. I heard the siren blow and then I got
on the top deck and went to the boats.

6339. Q. I think you said you did not know anything about the doors or ports,
whether they were closed or open? — A. No, sir.

By Mr. Haight:

6340. Q. You stated that you heard the fog horn of the Empress blow? — A. Yes,
sir.

6341. Q. What blast did you hear? — A. I heard one blast first.

6342. Q. How many times did you hear one blast blow? — A. I have no idea; my
mind was occupied in doing something else.

6343. Q. Did you hear her blow one blast several times — once or twice? — A. I
could not say, sir. ■%

By Chief Justice McLeod:

6344. Q. How long before the collision was it that you heard her blow one blast?
' — A. I could not say exactly the time.

6345. Q. About? — A. About ten minutes, sir.

6346. Q. You had nothing to do with closing watertight doors? — A. No, sir.

6347. Q. That was not part of your duty ?— A. No, sir.

6348. Q. You said that you went along and some one gave you orders; who gave
you orders? — A. The night watchman, the man in charge.

6349. -Q. What were those orders ? — A. To call all passengers and tell them to get
their lifebelts on and get up on deck.

6350. Q. Did you do that? — A. Yes, sir.

Witness retired.

POWELL.

382 MARINE AND FISHERIES

William Wallace Wotherspoon, recalled.

5 GEORGE V., A. 1915

By Mr. Newcombe:

6351. Q. I want to ask you a few more questions in regard to your wrecking
operations. You are an engineer, Mr. Wotherspoon? — A. Yes, sir.

6352. Q. An engineer of the Canadian Salvage Association? — A. Yes, sir.

6353. Q. What is your engagement in respect to the operations on the Empress
of Ireland? — A. First, to attempt to obtain the bodies, then the mails and then a quan-
tity of silver.

6354. Q. You are engaged by the Canadian Pacific Railway Company to make
every effort possible to recover the bodies that are lying in the boat ? — A. Yes, sir.

6355. Q. By the Postmaster General to recover the mails and by the Insurers to
recover the bullion? — A. Quite right, sir.

6356. Q. Will you tell the Court what experience you have had as an engineer
prior to these operations? — A. In regard to what orders I have?

6357. Q. No, I want to make clear your qualifications and equipment for carrying
out the engagement to recover the bodies. You are an engineer of considerable exper-
ience in salvage operations? — A. I have had some practice, yes, sir.

6358. Q. Can you state very briefly what your experience has been? — A. We have
salved a number of vessels in these waters, the Bavarian, with Mr. George Davey, the
Royal George and the Mount Temple and in the United States I could hardly remem-
ber all the names. We have about a salvage case a month there.

0359. Q. You are the engineer of the American Salvage Co? — A. Yes, it is called
the Yankee Salvage Association.

6360. Q. And also of the Canadian Salvage Association? — A. Yes, sir.

6361. Q. You have had experience in operations similar to those which you are
now undertaking? — A. In regard to deep diving, we were engaged on a vessel called
the Yankee for nearly a year with some ten or twelve divers, and it required a con-
siderable equipment. We also examined the Islesworth off Halifax in almost a similar
depth of water. The British Admiralty, a few years ago, made certain investigations
in regard to deep sea diving and these investigations practically revolutionized deep
sea diving. It is quite the best in view of the fine performances of chief gunner
McDiarmid and the two men whom he had on his staff. These divers, while fully
maintaining the best traditions of the British navy, showed the skill and perfection
to which the art had attained.

6362. Q. These are the divers from ?— A. H. M. S. Essex.

6363. Q. Has the ship a very thorough diving apparatus? — A. Yes, sir. It so
happens that this chief gunner was instructor in one of the schools where these in-
vestigations were carried on and not only has he the gear that one would naturally
expect the vessel to have but, on account of his experience, I take it that he rather
took a little more care in selecting it so that it is quite the best —

6364. Q. So that you have these very highly trained and skilful men for diving?
— A. None better.

6365. Q. What equipment have you got there? — A. On the vessel, as well as this
English gear, air compressors are used.

6366. Q. The Commander of the Essex has placed his gear at your disposal for
these operations? — A. Yes, sir, as well as their air compressors and so forth for use
with the diving gear in case a man did not want to descend for any time. There is
also a recompression chamber, a steel chamber, into which the diver can go in case
the air pressure affects him. One of" the principal things that was discovered in these
investigations in England in regard to deep sea diving was that the time of recom-
pression, the method and manner in which a man was taken from a very considerable
pressure to a lighter pressure, was most important. This chamber has a door in it

WOTHERSPOON.

EMPRESS OF IRELAND— STORSTAD COLLISION 383

SESSIONAL PAPER No. 21b

and instead of the discomfort of remaining at a certain depth in the water this
chamber will give the diver the right pressure and he can go into the chamber and
remain in comfort while he gets this low pressure again.

63*67. Q. Speaking generally, in regard to the plan and equipment for saving
these bodies, including the material you have been talking about just now, do you say
that you have everything there that money can procure or science suggest? — A. Yes,
sir.

6367^. Q. You have a thoroughly equipped and efficient service there? — A. Yes,
sir.

6368. Q. Is it your engagement that you are to continue your operations there
until you have saved all the bodies that it is possible to save? — A. Do you wish my
instructions ?

6369. Q. I want you to answer that question. — A. Yes, we are to continue there
until every effort is made.

6370. Q. You are practically at the beginning of the season and in the most
favourable time of the year for these operations? — A. Yes.

Witness retired.

Lord Mersey. — The object of that examination is to show, I suppose, that steps
have been taken, and are being taken, to raise as many of the dead as it is possible?

Mr. Newcombe. — That is the sole object. I have a certified copy of the ship's
articles which gives the names and ratings of the crew and so on.

Lord Mersey. — I think you had better put that in. (Ship's articles put in and
marked Exhibit " E ".)

Mr. Newcombe. — I have two certified copies of the passenger's' certificate and the
immigration certificate.

Lord Mersey. — These were issued in Liverpool?

Mr. Newcombe. — Yes, my Lord. (Certified copy of passengers' certificate put in
and marked Exhibit " S ". Certified copy of immigration certificate put in and marked
Exhibit " T ".)

Mr. Newcombe. — I have the life saving appliance rules and I have a number of
copies of these. (Rules put in and marked Exhibit " U ".)

Lord Mersey. — I have a copy, as a matter of fact, which was supplied to me before
I came out. If you have copies you had better hand them in.

Mr. Newcombe. — We have four copies.

Lord Mersey. — Four would be enough.

Mr. Newcombe. — Then, here is the log of the Empress which was found awash.

Lord Mersey. — I understood that had been put in long ago.

Mr. Newcombe. — I believe it has not been put in.

Lord Mersey. — I understand it does not go beyond twelve o'clock at night ?

Mr. Newcombe. — No. (Log put in and marked Exhibit " V ".)

- Alexander Radley, boatswain's mate, Empress of Ireland, sworn.

By Mr. Newcombe:

6371. Q. I think you were the boatswain's mate? — A. Yes, sir.
By Mr. Haight:

6372. Q. Where were you when the collision occurred, Mr. Radley? — A. On the
forward well deck, the upper steerage deck.

RADLEY.

384 MARINE AND FISHERIES

5 GEORGE V., A. 1915

6373. Q. How long had you been on the forward well deck?— A. Since twelve—
around the ship, not on that deck.

6374. Q. How long had you been on that deck?— A. On that deck?

6375. Q. Yes, on that deck. — A. On that particular deck, maybe a quarter of an
hour or so.

6376. Q. Were you up on that deck when the fog first shut in ? — A. No. I was not
when it first shut in.

6377. Q. Where were you when the fog first shut in ? — A. I would be on one of the
promenade decks getting the pilot gear ready.

6378. Q. Did you hear the Empress blow fog signals? — A. Before arriving at
Father Point — just one.

6379. Q. Did you hear the Empress blow any whistle before the collision? — A.
Yes.

6380. Q. After leaving Father Point? — A. After leaving Father Point, yes.

6381. Q. What was the first signal that you heard blown on your fog signal? — A,
The first that took my attention was three short blasts. I never take much notice of
an ordinary fog signal.

By Lord Mersey :
Q. I did not hear you. — A. The first whistle I took particular notice of was three
short blasts. I do not take much notice of the ordinary fog signals when I am work-
ing about the deck.

By Mr. Haight:

6382. Q. Do you now remember that you did hear some whistles blown by the
Empress before you heard the signal of three blasts? — A. I did, yes.

6383. Q. Is it not true that the first signal you heard from the Empress was one
long blast ? — A. Very likely.

6384. Q. Mr. Holden has been good enough to submit to me a statement you made
to him in the first instance. Is it not true that you first stated to him that the first
signal you heard from the Empress was a signal of one blast? — A. Yes.

6385. Q. This statement was made to him shortly after the accident? — A. Yes,
very soon after.

6386. Q. What was the first light that you saw from the Storstad?—A. Her
masthead lights.

6387. Q. Did you see any of her coloured lights? — A. I saw both of them.

6388. Q. Which coloured light did you see first? — A. I could not say which. 1
think I noticed the red one first because I knew when I saw the red light that she
was making right for us.

6389. Q. You say you saw the red light first? — A. I do not say I saw it first
but it took my attention more

6390. Q. Then the thing that caught your eye was the red light as far as coloured
lights are concerned? — A. Yes.

By Mr. Aspinall:

6391. Q. You spoke about hearing some fog signals just before reaching Father
Point?— A. Yes.

6392. Q. Had you got there?— A. No.

6393. Q. What really attracted your attention was the three short blasts? — A.
Three short blasts.

6394. Q. Is that the character of blast that would attract the attention of a
sailor? — A. Yes.

6395. Q. Did you hear any other blasts from the Empress? — A. I heard two

long blasts.

RAT>LEY.

EMPRESS OF IRELAND— STORST AD COLLISION 385

SESSIONAL PAPER No. 21b

6396. Q. What is the signification of the blasts that you are referring to? — A
Two long blasts would indicate they were stopped.

6397. Q. You know the blasts; you have been at sea long enough to know? — A.
Yes, I know — 25 years.

Lord Mersey. — Can you tell me how it is that this evidence is not called till -so
late in the case? It seems to me to be important. How is it that this statement
comes at the last moment?

Mr. JSTewcombe. — Your Lordship will remember that when my learned friends
were producing their testimony we asked for a statement of the members of the
middle watch and my learned friend, Mr. Beatty, furnished me with a statement
and I suggested that it might be desirable to examine the members of that watch
who had not been already called. Your Lordship asked me what these people would
say and I was unable to furnish the information because I have no instructions in
regard to the testimony that is to be offered by members of the crew on either ship.
It was ascertained in the conversation which took place then that my learned friends
representing the C.P.R. had, as one won Id naturally suppose, taken statements from
all the survivors of their crew including, of course, especially, the members of the
middle watch. I understood your Lordship to intimate that it would not be desirable
to call them unless something appeared from these statements indicating a reason
why they shoul'd be called and to suggest that these statements, taken by my learned
friends of the C.P.R. should be gone over by my learned friends of the Storstad so
that it might be determined whether it would be desirable to call any of these wit-
nesses. The result is that I have been requested to call Mr. Radley, the boatswain's
mate, who is the only witness that it is desired to call.

Lord Mersey. — This witness, at some time or another shortly after the disaster,
made the statement to some one that the first whistle that he heard from the Empress
was a long blast. That seems to me to be imporant.

Mr. Newcombe. — It is important.

Lord Mersey. — And I must say that I should think that it would have occurred
to the persons connected with preparing the case that it was important and I cannot
understand why this witness was not called at an earlier stage of the case.

Mr. Newcombe. — Your Lordship speaks of the persons preparing the case. I do
not know whether I properly apprehend my duties here.

Lord Mersey. — Perhaps I should ask Mr. Aspinall that question. Mr. Aspinall,
can you tell me why this evidence was not called sooner? You know the importance
that we attach to this evidence is that this witness appears to have said shortly after
the accident that he heard a long blast blown from the Empress?

Mr. Aspinall.— Yes, my Lord.

Lord Jersey. — I understand that Captain Kendall says there was no such blast
blown and it is important to ascertain whether there was such a blast blown or not.
Some one, it seems to me, ought to have called this witness earlier.

Mr. Aspinall. — Whether this long blast, when he was not paying particular atten-
tion, was blown when the ship was in the neighborhood of Father Point or alfter she
left Father Point and just shortly before she ran into the fog, personally I know not.

Lord Mersey. — What length of time elapsed between the time of leaving Father
Point and the collision?

Mr. Aspinall. — 35 minutes.

Lord Mersey. — I understood him to say that he heard this long blast about ten
minutes before the collision.

The Witness. — I did not say that; I could not say it.

RADLEY.

21^—25

586 MARINE AND FISHERIES

5 GEORGE V., A. 1915

By Lord Mersey:

6398. Q. How long before the collision was it that you heard this long blast? — A.
I could not say.

6399. Q. If you don't know, don't tell me. I don't want you to invent an answer,
but if you do know tell me. — A. I could not tell you at all, sir. I only remember par-
ticularly the three long blasts.

6400. Q. You probably mean three short blasts? — A. Three short blasts, I mean.

6401. Q. Why did you call them three long blasts? — A. We were just speaking
about a long blast.

6402. Q. Now we are speaking about three short blasts? — A. Yes, sir.

Witness retired.

Mr. Newcombe. — Now, I will recall Mr. Hillhouse.

Lord Mersey. — Have you the statement that the last witness is supposed to have
made ? Mr. Newcombe probably has it.

Mr. Newcombe. — I understand it was made to Mr. Holden, representing the
Empress.

Lord Mersey. — It is in writing, I suppose?

Mr. Newcombe. — It is in typewriting.

Lord Mersey. — May I see it?

Mr. Aspinall. — Yes, I have it in my book here. (Copy of statement handed up
to his Lordship.)

By Lord Mersey:

6403. Q. Am I right, Mr. Aspinall, in supposing that you have submitted to Mr.
Haight, copies of the statements that have been obtained by you from the crew of the
Empress?

Mr. Aspinall. — Of all who have not been examined in court.

Mr. Holden.1 — Those who have not been examined in court.

Lord Mersey. — And Mr. Haight has been in a position to acquire any of them.

Mr. Holden. — Yes.

Lord Mersey. — Has he acquired any other statements?

Mr. Holden. — Mr. Fournier's.

Mr. Aspinall. — In addition to that we gave Mr. Haight these statements. These
are apparently statements made by several members of the crew when in the presence
of each other.

Mr. Haight. — I have seen the statements of ten men in all.

Lord Mersey. — Have you seen all the statements that have been taken?

Mr. Haight. — I should say that I have seen about five per cent or perhaps two
per cent of the statements taken, judging from the thickness of these books.

Lord Mersey. — Then do you desire to have them all before you?

Mr. Haight.' — I ought to say in fairness to my learned friends that our motive
in New York, and possibly their motive, is to take statements more as advocates than
as judicial officers.

Lord Mersey. — Do you mean to convey to me the idea that they take statements
that are not true?

Mr. Haight. — No, my Lord, but I do think they might put in their statements
expressions of opinion and references of one kind or another that I thought I would
not be entitled in fairness to see and I did not ask to see their statements.

RADLEY.

EMPRESS OF IRELAND— STORSTAD COLLISION 387

SESSIONAL PAPER No. 21b

Lord Mersey. — But this court is entitled to see everything.

Mr. Haight. — I was speaking of myself in my position as attorney for the
Storstad, a vessel which is suing and is being sued.

Lord Mersey j — The Storstad is not being sued here; we have nothing to do
with that.

Mr. Haight. — Not here; but I have stipulated with my learned friends that the
evidence taken here may be used in the civil proceedings pending, and it did not
seem to be quite fair that I should put them in the awkward position of refusing
to show me these statements; nor do I think it would be quite fair that I should ask
them to show statements which had originally been taken confidentially as between
counsel and client. I therefore only asked them for the statements of a few wit-
nesses whom they considered unimportant.

Lord Mersey. — I thought you were blaming them in that they had not shown
you more than ten statements.

Mr. Haight. — I am explaining the facts; I am not laying a complaint.

Lord Mersey. — But you state the facts in a way that would seem to indicate that
you are complaining.

Mr. Haight. — I am not making a complaint, but I did not wish it to stand on the
record that I had seen the statement of every member of the crew and that I had
only seen fit to ask for the production of two men.

Lord Mersey. — Is there any objection, Mr. Aspinall, to show this gentleman
all the statements you have taken?

Mr. Aspinall. — I am reluctant to do that because as Mr. Haight says, in this
book there are a good many observations, as your Lordship will see on looking through
the document, made between counsel and witness.

Lord Mersey. — Observations made by counsel when taking statements are, of
course, not matters of evidence.

Mr. Aspinall. — The way in which the statements are taken is by question and
answer with occasional observations.

Lord Mersey. — And in the same way all the statements made to the gentlemen
representing the Storstad ought to be brought before the court. Are you aware what
these statements are?

Mr. Haight. — I was to give them to Mr. Newcombe as soon as I had them
ready.

Lord Mersey. — Are we in this position that there are a large number of state-
ments which have been taken on the side of the Empress and another large number
of statements which have been taken on behalf of the Storstad and that this court
is to isee nothing of one or the other ?

Mr. Haight. — This court has seen none of the statements. Mr. Newcombe
received the first day the only statement I have had time to have typed and I
promised him during the course of the day to have the balance of these made out.
Your Lordship expressed the preference that Mr. Aspinall and myself should
examine our own witnesses. I intended to hand Mr. Newcombe the balance of the
statements from my men.

Lord Mersey. — Am I right in saying that there are a number of statements in
existence of witnesses from the Empress and a number of statements in existence
of witnesses from the Storstad which each side has not seen and which this court
has not seen?

Mr. Haight. — This Court has never seen any of the statements that I know of.

Lord Mersey. — I am looking at one now.

Mr. Haight. — With the exception of the one now before your Lordship.

21fc— 25£

388 MARIXE AXD FISHERIES

5 GEORGE V., A. 1915

Lord Mersey. — Are you satisfied with that procedure?

Mr. Haight. — I am perfectly ready and will be quite glad to hand up to your
Lordship the working copy of the notes from which I have examined all the witnesses.

Lord Mersey. — I do not know what that means.

Mr. Haight. — Here is the original draft taken down

Lord Mersey. — Are you willing to hand up the statements of the people who
have not been called?

Mr. Haight. — Yes, my Lord.

Lord Mersey. — So that we may have the whole mass of the evidence which has
been secured.

Mr. Haight — Yes.

Lord Mersey. — Are you willing, Mr. Aspinall, to hand up all the evidence that
has been collected on behalf of the Empress?

Mr. Aspinall. — If your Lordship will give me a moment in regard to what the
instructions of my client are ?

Lord Mersey. — Yes.

Mr. Aspinall. — Did I understand your Lordship's suggestion to be this : First of
all, Mr. Haight, are you willing to put before the Court the statements of all the
witnesses that have not been called ? — answer : 'Yes,' by Mr. Haight ; the other question
is this: Are we willing or prepared to take the same course? — answer: Yes. I only
make this further statement — it always being remembered that a number of these
statements have already been put in the possession of Mr. Haight to make such use of
them as he sees fit.

Lord Mersey. — It is suggested by the Chief Justice to me that possibly we might
be doing an injustice to the parties to a civil action in requiring the production of these
documents. Is that, in your opinion, right?

Mr. Aspinall. — May I consult? I do not know the practice here.

Chief Justice McLeod. — We do not wish to try any question that may have arisen
between the Empress and the Storstad, but it is our business and duty to get all the
facts in connection with the collision.

Mr. Haight. — I would very much prefer that, if the statements made to the other
side are to be submitted at all, they should be submitted to the court and not to me.
I do not think that I am quite entitled to examine their statements, in view of the fact
that I am subsequently to try an action against them in a civil court.

Lord Mersey. — I should not care to read statements upon which you have not
cross-examined the witnesses.

Mr. Haight.— The witnesses have all now been called. It is very difficult to cross-
examine; I suppose it can be done.

Chief Justice McLeod.— These statements have been made by a number of wit-
nesses that the parties representing the Empress have examined; they have not been
heard here at all, and they have not been cross-examined. It would be rather unfair
to take their evidence without their being subject to cross-examination. Has Mr.
Newcombe seen all these statements and gone over them?

Mr. Xewcombe. — I have not seen any of those statements; I thought I made that
plain.

Chief Justice McLeod.— I was about to say that if Mr. Newcombe had had in his
possession the statements made both on behalf of the Empress and on behalf of the
Storstad, and had gone over them all, he should have known what they contained.

EMPRESS OF IRELAND— STORSTAD COLLISION 389

SESSIONAL PAPER No. 21b

Mr. Haight. — I offered him my statements in the first instance, and only the lack
of stenographic facilities prevented me from putting them all into his hands when I
found that I should have to cross-examine the witnesses myself.

Lord Mersey. — You have read these statements, Mr. Aspinall?

Mr. Aspinall. — I have not read them all, my Lord.

Lord Mersey. — But you have read all that you supposed to be of any importance ?

Mr. Aspinall. — Yes.

Lord Mersey. — Are you conscious of their containing any information which it
would be desirable to place before the court? I ask the same question of you, Mr.
Haight.

Mr. Haight. — I have, my Lord, so far as I know, called every witness who knows
anything of importance. I have called a number of the men who were asleep, because
they had got on deck in time, but I do not think there is any other man on my ship
who can add any information to that already given.

Lord Mersey. — Very well; I tehould be disposed to accept your statement, Mr.
Aspinall.

Mr. Aspinall. — My answer to that is this : the only thing that occurred to me that
could be of the slightest importance in the statements either that we have shown to
Mr. Haight or that we have not shown to Mr. Haight is this : In the statements that
we showed to Mr. Haight, there is some reason for thinking that the stem lookout man,
the man on the forecastle, may not have been there, but apart from that there is
nothing. This was in the statements that we handed to Mr. Haight ; I personally did
not attach importance to it and 1 take it that Mr. Haight did not attach importance
to it. •

Lord Mersey. — There was a man in the crow's nest?

Mr. Aspinall. — There was a man in the crow's nest. That information we had
given to Mr. Haight.

Mr. Haight. — I have never received it; that is, I have overlooked the fact that it is
in the notes.

Mr. Aspinall. — It is in them, and we were conscious of the fact that it was in
them when we offered to submit them the other day when this discussion took place.
I said: We have given to Mr. Haight this statement, to make use of it as he may see
fit. The way the evidence stands with regard to that is this: The Captain thought it
was the duty of somebody in addition to the man in the crow's nest to be on the fore-
castle head. The man in the crow's nest seems in practice to do the work; he has got
a bell which he strikes, and that gives the information in an easy way to the bridge.
Captain Kendall and others in responsible positions assume that the man was there;
the man unfortunately has been drowned. In. the statements that I handed to Mr.
Haight, one man said that the man whose duty it was to be on the forecastle head was
washing the decks. Another man says this : I think I saw somebody on the forecastle
head. Apart from that one incident there is nothing in these statements which can be
of the slightest value to the court in regard to this matter.

Lord Mersey. — My object in asking these questions was this: that I did not want
it to be suggested by one side or the other later on that anything has been kept back
that was of any importance. If I feel sure that neither of you is going to make that
suggestion, I am quite satisfied.

Mr. Aspinall. — I ought to say this in connection with the matter regarding the
lookout. Some person on board our ship told the man to go there; he may have failed
us and not gone; there is that possibility, but, as I say, there is evidence that a man
was seen on the lookout. The man himself was unfortunately lost. Apart from that —
I speak in the presence of my friends, who have examined more closely into this book

330 MARINE AND FISHERIES

5 GEORGE VM A. 1915

than I have — I am in a position to assure your Lordship that there is nothing, at
any rate within my knowledge, which will in any way assist your Lordship in arriving
at the circumstances which led to this unfortunate catastrophe.

Chief Justice McLkod. — Have the witnesses who could give us that information
been called?

Mr. Aspinall. — No, they were not called. We gave a group of witnesses to Mr.
Haight; Mr. Haight called Mr. Radley.

Lord Mersey. — Will you, if you can, read the statements which you say convey
this information?

Mr. Aspinall. — What I will do with the assistance of Mr. Holden, will be to read
material passages from the evidence of two witnesses, the witness who says that the
man who ought to have been on the lookout was washing the deck, and the witness
who says that he thought he saw somebody upon the forecastle; deck.

Mr. Newcombe. — Your Lordship has put these questions with regard to the merits
of the particular collision, which, though no doubt definite and important, are compar-
atively unimportant in relation to the question in which the public is so largely con-
cerned; that is, as to why it was that the ship came to sink so quickly: were the bulk-
head doors closed and were the port holes closed. I was going to venture to suggest
to your Lordship to extend to counsel the inquiry as to whether these statements dis-
close any information which should be in the hands of the court in that regard.

Lord Mersey. — I will ask that question after we get the answer to the other ques-
tions.

Mr. Aspinall. — I have got the first one

Lord Mersey.— Mr. Haight, do you listen to this.

Mr. Aspinall. — James Moran, being called, makes the following statement: —

'Examined by Mr. Holden:

Q. You were on the boatswain's mate's watch? — A. Yes.

Q. On the forecastle head? — A. No.

Q. Do you know who was there? — A. Carroll was on the lookout.

Q. Carroll was in the crow's nest? — A. Yes.

Q. Did you notice who was up on the stem head? — A. No, I did not.

Q. Did you know Crayton? — A. Yes.

Q. He is lost?— A. Yes.

Q. Do you know where he was at the time of the collision? — A. I think he
was in the forecastle

Q. You did not notice him there yourself? — A. No.

Q. Do you mean he was on the forecastle head, on the lookout? — A. No,
was in the forecastle.

Q. What makes you think that? — A. He had just finished washing down
the decks with me, and he went in the forecastle.

Q. Did you see him going into the forecastle? — A. Yes.

Q. How long before the collision itself? — A. About ten minutes.

Q. There was only one Crayton aboard the ship? — A. That is all.

Q. Did you see the boatswain's mate put somebody on the forecastle head?
Did you know there was a lookout on the forecastle head? — A. No.

Q. When did you see Crayton last before the collision? — A. He was work-
ing with me.

Q. Until when? — A. Until about ten minutes before it happened.

Q. What was he doing? — A. Washing down the decks.

Q. Then, ten minutes before the collision he went into the forecastle? —
A. We finished washing down the decks, and he went' into the forecastle.

EMPRESS OF IRELAND— STORSTAD COLLISION 391

SESSIONAL PAPER No. 21b

Q. Was there any one else with you two ? — A. I had one man, but I do not
know who he is.

Mr. Holden. — Had you planned to go home on the Alsatian? — A. Yes.
Mr. Holden. — Well, I am afraid I will have to ask you to remain?
Mr. Moran. — All right, sir.'
Lord Mersey. — Now, Mr. Haight, did you receive that?
Mr. Haight. — Yes, my Lord.
Lord Mersey. — 'Then you have already read it?
Mr. Haight. — It has been read, my Lord, already.
Lord Mersey. — Now, what is the next one?

Mr. Aspinall. — The next, my Lord, is the evidence of Bruin, as given to Mr.
Holden. He was the man who was in the crow's nest up to 2 o'clock; he went off and
Carroll took his place.

Lord Mersey. — Carroll, if I remember rightly, came into the crow's nest about
10 minutes before the collision?

Mr. Aspinall. — Yes. This man whose place was taken by Carroll says this :

1 Q. You were on the lookout in the crow's nest; who was on the lookout on
the forecastle head? — A. There was a man up there, but I could not tell you
his name.

Q. You saw somebody there? — A. Yes.

Q. Do you know where the ship was when she had this man on the fore
castle head? — A. No, sir.

Q. You do not know how long he had been there? — A. No.
Q. Do you know Crayton? — A. I know him as a shipmate.
Q. There was a shipmate of yours by the name of Crayton? — A. Yes. I
know him and I remember him.

Q. Do you know what Crayton was doing that night? — A. No.
Q. It might have been Crayton who was on the lookout? — A. It may have
been.' I do not know.'

And then he goe , on to state the weather; there is nothing more with regard to
that.

Lord Mersey. — Was that statement handed to Mr. Haight?

Mr. Aspinall. — It was.

Mr. Haight. — Yes, my Lord.

Lord Mersey. — Are these all at present?

Mr. Aspinall. — There is one further matter, my Lord. Radley, in the evidence
which I have handed to your Lordship, says that he told Crayton to go on the fore-
castle head.

Lord Mersey. — You have not had that statement, Mr. Haight?

Mr. Haight. — I think so.

Lord Mersey. — Is that all, Mr. Aspinall?

Mr. Aspinall. — That is all.

Lord Mersey. — Then the matter stands, as I understand it, in this way : that these
three statements contain the only information which has not been put before this court?

Mr. Aspinall. — Yes.

Lord Mersey. — That you think is of importance. These statements have been in
the hands of Mr. Haight?
Mr. Aspinall.. — Yes.

392 MARINE AND FISHERIES

5 GEORGE V., A. 1915

Lord Mersey. — He was invited to ask for any witnesses that he desired to have
called ?

Mr. Aspinall. — Yes.

Lord Mersey. — And he did not desire to have these men called ?

Mr. Aspinall. — No.

Lord Mersey. — May I ask you, Mr. Haight — it is perhaps a question that I should
not put to you, but if you think it is not a question that I should put to you, you may
decline to answer and I shall draw no adverse inferences. Did you understand from
this evidence that there was a doubt as to whether there was a man at the forecastle on
watch ?

Mr. Haight. — I did not in the first instance so understand, my Lord, but I am not
at all sure that the point

Lord Mersey. — I do not see how you could have read this without understanding
that.

Mr. Haight. — Mr. Griffin and Mr. Duclos read this statement with much more care
than I did; I simply read the important points to which they referred. Mr. Griffin tells
me that he did gather that it very likely was the lookout who had been washing the
decks.

Lord Mersey. — Another question. I have never heard it suggested from the
evidence in this case that there was any fault in the lookout.

Mr. Haight. — None at all, my Lord; I have no suggestion of that kind to make.

Chief Justice McLeod. — Then whether there was a lookout in the forecastle or not,
does not greatly matter ?

Mr. Haight. — It does not appear to me that with men in the crow's nest and on the
bridge, another seaman on the forecastle head adds very much to the safety of the
situation.

Lord Mersey. — You know, we had exactly that question in the Titanic inquiry:
whether there were men in what were called the eyes of the ship. There were men in
the crow's nest, but none in the eyes of the ship, and I remember very well that it was
not considered of very great importance.

Mr. Haight. — When the fog limits the range of vision and the vessel is seen well
off on the starboard bow, there is very little to be said for the advantage of this in
this case.

Mr. Aspinall. — I cannot at the moment put my hand upon the report of the dis-
cussion in which your Lordship and Mr. Haight and myself took part, as to whether
he should have an opportunity of seeing the statements that we had obtained from
these various men, but what happened was that I offered and gave him these state-
ments with a full knowledge that this information was available to him, to be used
as he might see fit.

Lord Mersey. — I am very much disposed to be guided by what you two gentlemen
tell me, and if you are both of opinion that it is a matter of little importance whether
or not there was a man at the forecastle head, I think, speaking for myself, that I
should view the matter in the same light, and I rather think my colleagues would
also.

Mr. Aspinall. — When this matter came to my knowledge first, naturally I gave it
consideration, but as the case developed, especially in view of the fact that Mr. Haight,
as he now says, was not attacking our lookout, I came to the conclusion at once that
this incident was quite immaterial. We gave Mr. Haight the document that contained
this information and he now frankly says that he still attaches no value to it.

Lord Mersey. — Mr. Haight, would you like these witnesses to be put in the wit-
ness box ?

EMPRESS OF IRELAND— STORST AD COLLISION 393

SESSIONAL PAPER No. 21b

Mr. Haight. — My Lord, as I understood the situation two days ago, Mr.
Newcombe said: We have certain other witnesses who can be called. I had not the
slightest idea whether or not what they knew would be of any interest to the court.
Your Lordship said: We do not wish men put into the box if nobody knows what
they are going to say and nobody knows whether what they have "to say is of import-
ance. I understood that those men were here. I said to Mr. Newcombe: Instead of
putting man after man into the box and having them say: I was fast asleep, saw
nothing, heard nothing and went into the water, will you let me see their statements
and I will look over them and see whether there is anything in them. There were only
six or eight or ten men whose statements I received. If my friends assure me and
assure your Lordship that there is nothing in their entire book of statements which
will in anywise embarrass me in what they consider and what I consider to be fair
treatment towards them in the subsequent conduct of the civil suit, I should like to
look through their entire book of statements and give them my entire book of state-
ments, and each of us may come back to court with any observation we may have to
make on the subject.

Lord Mersey. — What I want to know is whether you desire to have these three
witnesses called.

Mr. Haight. — I have asked that one be called; he was in the witness box this
morning. As to the other two, it does not seem to me that they are of any importance.

Chief Justice McLeod. — One of the three has been called.

Mr. Haight. — Radley, called this morning, was one of those named.

Lord Mersey. — Do you desire either of the other two men to be called now?

Chief Justice McLeod. — Do not call them unless they can give us some infor-
mation. You should be in a position to let us know that; we do not want to call
witnesses to find out.

Mr. Newcombe. — So I apprehend.

Chief Justice McLeod. — As I said before, I do not think this court wishes to
try the issue as between the Empress and the Storstad.

Mr. Haight. — Of course, you must try these issues, my Lord; which vessel is at
fault,

Chief Justice McLeod. — We must do that, of course.

Lord Mersey. — The matter of the lookout is one of importance. You know,
although I say that, I appreciate the observations that you have made, Mr. Haight,
that if there was a man in the crow's nest who was keeping lookout in the then state
of the atmosphere, it is of little importance, perhaps of none, whether or not there
was a man at a lower level in the forecastle head doing the same thing.

Mr. Haight. — That is the way it seems to me; the fog is thicker the nearer you
get to the water.

Lord Mersey. — Very well. Now, the long and short of this seems to me to be
this: that we need not call these men, and I am not going to order or suggest that
you shall exchange these bundles of privileged communications which you have
received on the one hand or on the other, because I do not think that by doing so
this court will be helped, and I do think that possibly the case which we know will
have to be tried, the civil case, may be prejudiced. Are you now satisfied? There
has been a long discussion and I am afraid that it has been all about nothing; per-
haps it is my fault. (To Mr. Newcombe) : Have you any other witnesses?

Mr. Newcombe. — At the peril of prolonging the discussion for one moment,
may I remind your Lordship of the observations which I made a. moment ago?

Lord Mersey. — Yes. Now, Mr. Newcombe says — I do not think this affects Mr.
Haight at all — Mr. Newcombe very properly says that it is of great importance to

394 MARINE AND FISHERIES

5 GEORGE V., A. 1915

this court to know whether everything was done on board the ship to secure the per-
formance by the men of their various duties, that is to say, the closing of the water-
tight doors and the providing of life-belts. If there is anything, Mr. Aspinall, in
your bun-die of information which you think will throw light on these questions, this
court thinks either that you ought to give the information to Mr. Newcombe, that
he may exercise his judgment upon it, or that you should yourself put the necessary
witnesses into the witness box, because we shall have to consider whether proper
steps were taken to close the water-tight doors, and we shall have to consider also
whether proper steps were taken to see that the unfortunate people on board secured
life-belts and any assistance that they would require under the circumstances.

Chief Justice McLeod. — Would these two witnesses throw any light on these
particular questions?

Mr. Aspinall. — No, my Lord. What 1 propose to do with regard to that is this :
that between this time and some time later in the day we will carefully go through
this volume — Mr. Holden is very conversant with its contents — and any information
which is contained in the book with regard to the matter to which your Lordship has
addressed your remarks will be given to Mr. Newcombe.

Lord Mersey. — Is there anything else, Mr. Newcombe, that you think desirable
*^ elicit either from Mr. Aspinall's clients or from Mr. Haight's clients?

Mr. Newcombe. — No, I think your Lordship mentioned all the particulars, except
possibly, the closing of the ports.

Lord Mersey. — Yes, I omitted that. (To Mr. Aspinall) : Your search ought to be
with reference to water-tight doors, port holes and life-belts.

Mr. Haight So far as I am concerned, my Lord, Mr. Newcombe may have

every statement that I have from the S tors tad if he wishes to see them.

Lord Mersey. — We are on now only these particular matters; I suppose that the
StorstaoVs witnesses can give us no information in regard to these matters.

Mr. Haight. — Nothing, except what we did as to the saving of life.

Lord Mersey. — Now, then, Mr. Newcombe, you hear the undertaking that has
been given, and after the adjournment we will see whether it produces anything.
Who are the next witnesses?

Mr. Newcombe. — I understand that the divers from the Essex are to be here at
a quarter to 12. It was said that it was important that they should not be detained here
any longer than is necessary; in the meantime I am ready to call Mr. Hillhouse.
Would it be inconvenient to interrupt his evidence?

Lord Mersky.— I think not.

Percy Hillhouse, naval architect, recalled.

By Lord Mersey:

6404. Q. You have been sworn, Mr. Hillhouse? — A. Yes, sir.

By Mr. Newcombe:

6405. Q. You have stated, Mr. Hillhouse, that you are the naval architect of the
Fairfield Shipbuilding and Engineering Company? — A. Yes.

6406. Q. The builders of the Empress of Ireland?— A. Yes.

6407. Q. She was constructed at Govan, in 1906?— A. Yes.

6408. Q. Was she constructed according to design and specifications prepared by
the Fairfield Company? — A. No, the design and specifications were received from the
Canadian Pacific Kailway Company.

HILLHOUSE.

EMPRESS OF IRELAND— STORSTAD COLLISION 395

SESSIONAL PAPER No. 21b

6409. Q. And your company, upon that design and specification not prepared by
them, contracted the construction of the ship ? — A. Yes.

6410. Q. Her machinery also; was that constructed by the Fairfield Company? —
A. Yes.

6411. Q. According to specifications furnished? — A. According to specifications
received from the Canadian Pacific Railway.

6412. Q. Now, do you produce copies of the specifications of the vessel and of
the machinery ? — A. Yes.

6413. Q. Are they contained in these books?— A. Yes.
Lord Mersey. — They had better be handed in and marked.

By Mr. Newcombe:

6414. Q. Specifications of a steel twin screw passenger Jsteamer. Now, have you
copies there \ — A. Yes, I have copies there.

By Lord Mersey:

6415. Q. Who was the vessel designed by? — A. The vessel was designed by the
late Dr. Francis Elgar.

By Mr. Newcombe:

6416. Q. Now, the specifications of the hull are marked ' X ' and the thin copy,
specifications of the machinery, is marked 'Y.' The plans of the ship you have already
produced and explained? — A. Yes.

6417. Q. Under what survey was this vessel built? — A. She was built under
Lloyds survey to class star 100 A-l, the star indicating that the vessel was surveyed
during construction and not merely classified after she had been built.

6418. Q. Was she also surveyed by the Board of Trade? — A. Yes.

6419. Q. And classed as star A-l at Lloyd's, under their rules, I suppose, applicable
to vessels of her design? — A. Yes, of the highest class contained in their rules.

6420. Q. It was a vessel with three decks and a shelter deck? — A. Yes.

6421. Q. Were these the rules of 1891, do you happen to know? — A. No, these
were the rules in force at the time. The construction was begun about January,
1905, and was finished in June, 1906, so that the rules under which she was built
would be Lloyds rules in force in the early part of 1905.

6422. Q. Was she built in accordance with British Admiralty requirements for
conversion into an armed cruiser or troop ship? — A. I do not think so; I cannot
be sure on that point.

6423. Q. According to the statement which I have, she was so built, with all
strengthenings required for mounting guns. Will you look at No. 6 on page 5 of
Exhibit 'X'? (handed to witness). — A. I have no recollection of any special strength-
ening having been put in for guns.

6424. Q. What was the dead weight capacity of the ship? — A. She carried a
total dead weight of 6,900 tons upon a draught of 27 feet 6 inches.

6425. Q. That is the mean low draught?— A. Yes.

6426. Q. Including cargo, coal, passengers? — A. Including cargo, coal, passengers,
baggage, stores, and water.

6427. Q. Crew? — A. Crew and effects.

6428. Q. And spare gear? — A. Spare gear.

6429. Q. The dimensions of the ship, length between perpendiculars? — A. 550
feet ; breadth 65^ feet and depth to the upper deck, 40 feet.

6430. Q. Will you describe the decks. She had four steel decks, I believe? Would
you like to refer to the plans? — A. I think I can remember that. AH her decks were
of steel. There were four continuous steel decks extending from the stem to the stern,
namely the shelter deck the upper deck, the main deck and the lower deck. In addi-

HIKLHOUSE.

396 MARINE AND FISHERIES

5 GEORGE V., A. 1915

tion to that there were a number of decks of steel which did not extend the whole
length, the orlop deck, which occurs only at the two ends in the lower part of the
ship, and above we have the lower promenade, upper promenade, and boat deck, which
occur in the amidships portion.

6431. Q. The orlop deck is in the fore and aft hold? — A. Yes.

6432. Q. What is the thickness of the steel of those decks? — -A. For that I would
have to refer to the amidships section plan.

6433. Q. Have you got duplicates of that there? — A. Not of the amidships sec-
tions.

(Plan produced by witness.)

By Lord Mersey:

6434. Q. Is that the amidships section? — A. Yes, my Lord. The shelter and
upper decks are each 9-20ths of an inch thick; the main and lower decks 8-20ths of
an inch.

By Mr. Newcombe:

6435. Q. And these plans show the general arrangement of the ship's sides? —
A. Yes, sir.

6436. Q. Now, take the space between the decks; measure from top of beam to
top of beam ii\ each case, the distance between the main deck and the lower deck
would be what? — A. These between-deck spaces are 8 feet in all cases, except the
decks above the shelter deck.

6437. Q. And also the promenade deck above the shelter deck? — A. Is 8 feet 8
inches.

6438. Q. The upper promenade deck above the lower promenade deck? — A. 8 feet
6 inches.

6439. Q. And the boat deck 8 feet 6 inches above the upper promenade? — A. Yes.

6440. Q. What was the height of the boat deck above* the water line at low
draught ? — A. 45 feet.

6441. Q. Have you produced a plan showing the port holes in the sides of the ship
and the cabins and passages on the various decks? — A. Yes.

6442. Q. That is in evidence?— A. Yes.

6443. Q. Can you give the heights from the waterline to the under side of each
row of these port holes in the side of the ship? — A. Yes, that can be given.

6444. Q. Would you rather figure that out? — A. Yes, it would be better to give
me a little time to do it.

6445. Q. Make a note that this be done.

Lord Mersey. — How long are you likely to be with this witness, do you think?
Are the divers here?

Mr. Newcombe. — They are here; I should think I would be an hour.

Lord Mersey. — Do you not think it would be better for us to hear the divers now?

Mr. Newcombe. — I think so. (To witness) : You may retire for the present.

Lord Mersey. — While you are out you may make the calculation that Mr. New-
combe asked you for.

Witness retired.

HILLHOUSE.

EMPRESS OF IRELAND— STORSTAD COLLISION 397

SESSIONAL PAPER No. 21b

John MacDiarmid, chief gunner, H.M.S. Essex, sworn.

Examined by Mr. Newcombe:

6446. Q. You belong to the cruiser Essex, which is now lying here? — A. I do.

6447. Q. In what capacity? — A. Chief gunner.

6448. Q. Will you state what you know about the diving in connection with the
Empress of Ireland % You have been down there, I understand. — A. I have been
in charge of the diving operations so far as my divers are concerned.

6449. Q. How many divers from the ship have you had? — A. Three.

6450. Q. Names? — A. They are Whitehead, leading seaman, Kellier, Macdonald.

6451. Q. Are these three in court now? — A. No.

6452. Q. Any of them?— A. One, sir.

6453. Q. Which one?— A. Whitehead.

6454. Q. Where are the others? — A. On board the ship.

6455. Q. When did you come up from the wreck? — A. We arrived in Quebec at
4 o'clock yesterday afternoon.

6456. Q. Now, will you state what information you can give with regard to the
position and condition of the wreck; how it is lying and what has been ascertained
by reports from the bottom? — A. Do I understand that you want to know what the
divers found out with respect to the position of the wreck?

6457. Q. Yes.

By Lord Mersey:

6458. Q. Were you down yourself? — A. Personally, no, my Lord.

6459. Q. All the information you are going to give us is information that you
obtained from the men who were down? — A. No, not exactly that; I can tell by the
movements of the diver under water; I can tell in which way he moves.

By Mr. Newcombe :

6460. Q. You are in charge of the apparatus on top? — A. Of my own divers, yes.

6461. Q. Now, will you state A. My diver went on the hull of the ship with

instructions that he was to walk fore and aft, so that I could see by the bubbles coming
to the surface in which direction he moved, and by the movements of those bubbles,
I could tell, as near as can be got at, how the wreck lay on the bottom. I came to the
conclusion that by the compass that was in the ship she was lying northeast and sov+r-
west; that is the line of the ship.

6462..,Q. And the bow?— A. To the north-east.

6463. Q. You observed those bubbles and you took the compass direction? — A.
Yes.

6464. Q. Anything further; any further information? — A. Well, I was sent there
to find that out; that is all that I troubled about. I went just to see that; my instruc-
tions were to find out how the ship was and make observations, that is all.

6465. Q. You know, Mr. MacDiarmid, I have had no statement from you. I
should like to know whether you have any other information to give the court in
respect to the vessel ? — A. I can't say anything beyond that : that my diver wTent down
and found out the direction in which the ship was lying.

6466. Q. Is he the diver who is here, Whitehead? — A. Yes, sir.

6467. Q. Are your divers still engaged in diving operations there ? — A. At present
they are here on board the Essex.

6468. Q. Are you going back to the ship? — A. That I cannot say.

6469. Q. You have no orders ? — A. I have had no orders yet.

6470. Q. You do not know?— A. No.

MACDIARMID.

398 MARINE AND FISHERIES

5 GEORGE V., A. 1915

Cross-examined by Mr. Haight:

6471. Q. Mr. MacDiarmid, will you please state how many descents your divers
made? — A. Five.

6472. Q. Did one man go down at a time, or more than one? — A. One at a time.
• 6473. Q. That is, the three divers made five separate descents? — A. Five separate

descents.

6474. Q. Would your records show the dates and hour of the day that the descent
was made and the length of time each man was under water ? — A. They would.

6475. Q. Do you happen to have them here? — A. I have not got them in my pos-
session at present.

6476. Q. The question has been raised, Mr. MacDiarmid, as to possible currents and
eddies at this particular point. Did you in sending your men down choose any parti-
cular time of the tide or any particular tide ? — A. The operations that have been going
on so far have been to secure a diving vessel or the vessel that is employed there, to the
wreck, and we have had.' to depend on wind and weather.

6477. Q. Have you been governed by tidal conditions? If the weather has been
favourable, and the surface of the water perfectly smooth, have you gone down with
impunity at any time of the tide? — A. As far as we have dived, the practical diving
has taken place — we have gone down when the weather

6478. Q. When the water was smooth and the wind calm, you went down if you
wanted to ? — A. Yes.

6479. Q. Have you noted particularly the stage of the tide or whether it was ebb
or flood at the time your men have gone down? — A. I have not noted that, but by the
actual times shown by my record of when the divers did go down, if that is applied to
the tide tables, it will tell exactly the state of the tide.

6480. Q. Will you be good enough to- furnish us later, if you cannot now, an
accurate statement showing each day upon which your men went down, the time that
the descent was started, and the period that each man was under water? — A. Well, I
am not prepared to give any details like that unless I have my written dates and times,,
and: I have not got them in my possession at present.

6481. Q. But you have them on board the Essex? — A. I have.

6482. Q. Will you subsequently consult them and make up that statement? — A. I
will.

6483. Q. Thank you. Did any of your divers while they were down have any
difficulty from the strength of the current? Were they washed off the ship or did they
have difficulty in making the descent? — A. There was no report made to me to that
effect by any of them; no complaint of any kind.

6484. Q. How long have you been actually on the boat anchored off the wreck? —
A. That again will have to be answered by referring to the times.

6485. Q. Well, is it a considerable number of days ? — A. The fir§t day was on
Friday the 19th.

6486. Q. And you stayed there how long on that occasion? — A. We stayed until
late ; I am not prepared to say the times unless I

6487. Q. You were there quite a while on Friday ? — A. Very long time on Friday.

6488. Q. That is, from early morning until through the afternoon? — A. I will
not commit myself to times at all.

6489. Q. Were you there on Saturday at all?— A. No.

6490. Q. Were you there on Sunday?— A. Yes.

6491. Q. A number of hours then?— A. I say again, I will not commit myself to
times.

6492. Q. Were you there Monday? — A. No.

6493. Q. You were there, as I understand, yesterday? — A. No.

6494. Q. I thought you came back last night? — A. So I did.

MACDIARMID.

EMPRESS OF IRELAND— STORSTAD COLLISION 399

SESSIONAL PAPER No. 21b

6495. Q. During the time that you have been on your boat anchored over the
wreck, have you noticed any unusual or peculiar tidal conditions; anything like eddies
or whirlpools ? — A. That question was asked before, and I think I gave answer to it,
or a question to that effect.

6496. Q. Do you mind answering it again? I did not not catch your answer. — A.
The conditions of tide when the water was smooth — and that could be noticed fairly
well — were normal.

By Chief Justice McLeod:

6497. Q. Did your divers report to you that they found any of the port holes open
or closed? — A. One diver, the. diver we have in port at present, sir, said that he found
one port quite closed, and going along to the next one he found a piece of stuff stick-
ing out of it and cut it off. When he came to the surface it was a piece of blue stuff
with a border to it; what it belonged to or what it was I do not know, but that was
brought to the surface by the diver.

By Lord Mersey:

6498. Q. Do you mean to say that it was something sticking out from the port
hole? — A. Yes, my lord.

6499. Q. That would indicate that the port hole was open ? — A. It must have been
open.

By Chief Justice McLeod:

6500. Q. Did he report anything with reference to the watertight compartments,
whether they were open or closed ? — A. No, sir.

By Lord Mersey:

6501. Q. I have assumed that they did not go inside the body of the ship.— ^A.
My divers have not been allowed to go into the hull of the ship.

6502. Q. They have been examining only the skin of the ship? — A. Yes, sir.

6503. Q. They were not allowed to go inside? — A. I gave them orders not to go
inside.

Lord Mersey. — You were very wise.

By Sir Adolphe Routhier:

6504. Q. They did not ascertain whether the watertight doors were closed or not?
— A. That could not be ascertained unless you go into the hull of the ship, and 1
would not allow my divers to go in — not so far.

By Lord Mersey:

6505. Q. You talked about a port hole which had something sticking out of it,
some cloth, as I understand ? — A. Yes, sir.

6506. Q. Do you know what deck the port hole belonged to? — A. I could not say.

Witness retired.

Wilfred Whitehead, leading seaman, H.M.S. Essex, sworn.

By Mr. Newcombe •

6507. Q. You belong to the Essex?— A. I do, sir.

6508. Q. And what is your rating? — A. Leading seaman.

6509. Q. Are you an experienced diver? — A. Not quite four years at it.

6510. Q. Have you been diving at the Empress of Ireland? — A. I have, sir.

6511. Q. How many descents did you make? — A. Two on the ship.

6512. Q. On what days? — A. One on the Friday and one on the Sunday.

WHITEHEAD.

400 MARINE AXD FISHERIES

5 GEORGE V., A. 1915

6513. Q. That is last Friday and last Sunday?— A. Yes, sir.

6514. Q. Well now, will you tell me what you did and saw on each occasion? — A.
On the Friday I went down with instructions to find out if possible which direction the
ship was lying in, and I went down and examined the plates, and the plates told me
which was forward and which was aft, and I travelled along in that direction, so they
could see my bubbles, and could note the place I went down and note the direction of
the bubbles, and that would give them the direction she was lying in. I did that, and
I went along to the extent of my stray line, which I made fast to the rope on which I
descend, so that I can always find my way back to the same place. I went to the full
extent of the stray line, which is from nine to ten fathoms, either way, and I came
across a valve' which I took to be a Kingston valve, and I clambered up a little way and
came to one of the port-holes; I clambered up a little way higher, and came to the
next line of port holes, and I saw a piece of blue cotton sticking out of the port-hole,
and the port-hole jammed home tight on top of it.

By Lord Mersey:

6515. Q. You say you saw it? — A. Yes.

6516. Q. Did you see it?— A. I did see it, sir.

6517. Q. Down there? — A. Yes, sir.

6518. Q. Is there enough light to see when you were at that depth?— A. I can
see ten feet, sir, at thirteen fathoms.

6519. Q. You can see at a distance of ten feet?— A. Yes, sir, I can see forward a
distance of ten feet at thirteen fathoms.

By Mr. Newcombe:

6520. Q. Do I understand that you travelled a distance of 18 or 20 fathoms in
all upon the ship? — A. Along the ship.

6521. Q. Yes, that is to say do I understand that you travelled a distance of
18 or 20 fathoms, the length of your stray line is nine to ten fathoms, is it not? — A.
Yes, sir.

6522. Q. So the entire distance you traversed would be double that? — A. Yes, sir.

6523. Q. Then I do understand that you travelled along the length of the ship
about 18 or 20 fathoms? — A. You do, sir.

By Lord Mersey:

6524. Q. Of course you were on the port side of the ship ? — A. I couldn't say which
side it was, but it was my idea that it was on the port side of the ship — on the port
side, yes, sir.

By Mr. Neivcombe:

6525. Q. Did you find that the spars of the ship were pointing to the southward?
— A. I didn't get up as high as the spars. I got on her low down.

6526. Q. How is the ship lying', over on her side or on her bilge, or how does she
lie? — A. The side on which I landed was very steep.

6527. Q. Very steep, you say? — A. Yes, sir.

6528. Q. Would you be up on the flat of the ship, where the port-holes were, along
by the port-holes — did you walk along by the port-holes ? — A. Yes.

6529. Q. On the side of the ship ?— A. Yes.

. 6530. Q. Well, when you say very steep, will you indicate at what angle the side
of the ship would be lying? — A. I should say at an angle of about sixty degrees, the
part I was on.

6531. Q. And could you cling to the side of the ship? — A. I could not, sir.

WHITEHEAD.

EMPRESS OF IRELAND— STORSTAD COLLISION 401

SESSIONAL PAPER Mo. 21b

6532. Q. How did you manage that? — A. By holding on to this rope, and each
time I went along I dropped down a little bit, and I was gradually getting lower than
my rope, and that kept me where I wanted to be.

6533. Q. Did you observe whether any of the port holes were open? — A. There
were no port holes open that I saw, sir.

By Lord Mersey:

6534. Q. I thought there was one open and that you saw some stuff sticking
through it? — A. That port hole, sir, was closed on top of the stuff, and the stuff was
sticking out.

6535. Q. You mean to say something had been nipped in? — A. Yes, sir.

By Mr. Xew combe:

6536. Q. Do your observations enable you to speak generally as to the port holes
along the line you traversed, or do you merely say you did not see any that were open ?
— A. Along the line I travelled, there were none open, and I passed a lot of them.

6537. Q. Would that be the line oi the lower ports? — A. The lower ports and the
second ones up.

6538. Q. The lower line of ports and the second ones above? — A. Yes, sir.

6539. Q. So am I right in supposing that you testify that for a distance of IS
or 20 fathoms along the side of the ship, none of the port holes were open in the lower
or second tier of portholes in the ship's side ? — A. Yes, sir.

By Lord Mersey:

6540. Q. Let me see, how many feet would that be that you travelled? — A. Well,
that would be between 18 and 20 fathoms.

Mr. Newcombe. — And a fathom is six feet, my Lord, say a maximum of 120 feet.

6541. Q. Can you- say what part of the ship that 120 feet would be, in relation to
the bow or the stern of the ship? — A. I cannot, sir. I did not come near any of the
propellers, and therefore, I know I did not reach so far as the stern.

6542. Q. Did you see the smoke funnels? — A. No, I did not get as high up as
that.

6543. Q. Well can you say whether you were on towards the bow, that part of the
ship which narrows towards the bow, or whether you were on the flat side of the ship.
Can you give any information as to what part of the ship you were travelling on? — A.
I couldn't, sir, except for the Kingston valve.

6544. Q. What? — A. An inlet valve, down below.

6545. Q. What do you say about the valve ? — A. I say I went down near the valve.

By Mr. Aspinall:

6546. Q. When you were sent down did you get any instructions as to what you
were to do when you got down? — A. Yes, sir.

6547. Q. What were the instructions? — A. To try and find out the direction of
the ship.

6548. Q. Were there any more instructions than that? — A. No, sir.

By Mr. Haiglit:

6549. Q. Do you remember what time of day it was when you went down on
Friday? — A. No, sir.

6550. Q. Approximately? — A. Oh, roughly, sir, yes, I can tell you that, sir. About
cne o'clock, sir.

6551. Q. And about how long were you under water? — A. About thirty-five to
forty minutes I estimate, sir, but, of course, I cannot tell the time down below. That
is in my officer's hands.

WHITEHEAD.

216—26

402 MARINE AND FISHERIES

5 GEORGE V., A. 1915

6552. Q. Did you have any trouble in getting' up or down or moving along the
ship, so far as the current or tide was concerned? — A. I say that there is a tide down
there, but it is not too strong so that I could not master it.

6553. Q. Which way was the tide running when you went down on Friday? Coiuld
you tell whether it was going from the east to the west or lengthways with the river,
or how? — A. No. I can tell you which way the tide was that time, because I know
which way it was easiest to go.

6554. Q. Well, which way was the easier ? — A. It was easier to go forward on the
ship, but I don't know what was the direction of the ship. I don't know it by the
compass, only as my officer said to day, sir.

6555. Q. Did the course of the tide, as you walked forward, appear to be the same
all the way along the ship? — A. Yes, sir.

6556. Q. How long were you down on Sunday? — A. I wasn't down very long on
Sunday. I only went down on a special occasion.

By Lord Mersey:

6557. Q. But the question you were asked was, how long were you down on Sun-
day— aboiut how long were you down on Sunday ? — A. About a quarter of an hour, sir.

By Mr. Haight:

6558. Q. Did you go down on Sunday when the other diver got into trouble? — A.
That is when I went down.

6559. Q. You were not paying any attention to currents then? — A. No, sir.

By Sir Adolphe Bouthier:

6560. Q. Did you find it very slippery on the hull of the ship ? — A. Not very slip-
pery, I didn't have cause to hang on to it. There is a thin coating of slime, so that as
you draw your fingers over it, it leaves finger-marks.

By Mr. Haight:

6561. Q. Did I ask you the time of day when you went down on Friday?— A.
Yes, sir.

6562. Q. Well I don't remember your answer. — A. It was one o'clock, roughly, sir.

6563. Q. And what was the time of day when yoiu went down on Sunday? — A. I
couldn't say the time on Sunday, it was later.

6564. Q. As I understand, you couldn't see, or at all events you didn't see, the
starboard side of the ship? — A. No, sir.

By Sir Adolphe Routiner:

6565. Q. Was it lying on the bottom? — A. On the bottom, sir, yes, and I didn't go
on the bottom.

6566. Q. The starboard side is on the bottom?— A. Yes.

By Lord Mersey:

6567. Q. As I understand it, the starboard side does not lie flat on the bottom?
— A. I couldn't say about that, sir.

6568. Q. Well, I thought it followed from what you did tell us that she was lying
on an angle of about sixty degrees. Just look at this — you see I take this blotter
m my hand — now supposing that was the ship, and this was the starboard side, she
is lying, as I understand it, something like that (indicating) ? — A. Yes, sir.

6569. Q. And you were here (indicating) ? — A. Yes, I was.

6570. Q. And you describe that — I don't know quite what you meant — as an
angle of sixty degrees, didn't you say so ? — A. I did, sir.

C571. Q. Well, it was very steep then? — A. Yes, sir.

WHITEHEAD.

EMPRESS OF IRELAND— STORSTAD COLLISION 403

SESSIONAL PAPER No. 21b
Lord Mersey. — Very well.

Mr. Newcombe.— These two last witnesses may be discharged, I presume, my
Lord.

Lord Mersey.— Well, personally, I don't think the court wants them again.
Mr. Newcombe. — There is a memorandum which the chief gunner was going to
send in.

Lord Mersey. — Yes, the first witness was to send over the memorandum which
Mr. Haight asked for.

Percy Hillhouse, naval architect, recalled.

By Mr. Newcombe:

6572. Q. I was asking you, just before you retired, Mr. Hillhouse, the height
from the water-line to the underside of each row of port-holes? — A. As the vessel
was floating immediately before the accident, the heights were as follows: the lower
edge of the side-lights onj the shelter deck, 27 feet; those on the upper deck, 19 feet;
on the main deck, 11 feet; on the lower deck, 3 feet. Those are the heights at the
amidships part of the vessel.

6573. Q. Well, that accounts for four rows? — A. Yes, four* rows, but as I said
those are the heights amidships. Forward, the heights would be about ten feet more
than that on account of the sheer of the ship. Aft, they would be about two and a
half feet more, and also as there are no lower deck side-lights in the amidships
part, we don't go as low as three feet. The lowest, light is five feet above the water.

6574. Q. Now then, with regard to deck erections, was there a deck-house on the
shelter-deck? — A. On the shelter deck there was constructed forward a forecastle
and amidships a long bridge.

6575-. Q. Yes ? — A. The upper side of the bridge was formed by the lower promen-
ade deck, which extended from the fore end of the bridge right to the stern. On
the lower promenade deck there was built amidships a long deck-house. The upper
side of the deck-house was the upper promenade deck.

6576. Q. Would that deck-house be carried out to the sides of the ship? — A.
No, when I speak of a deck-house, I mean a house which does not extend out to the
sides of the ship.

6577. Q. What did that deck-house contain? — A. That contained some cabins, the
library, the cafe, and smoke room.

6578. Q. And then below that, there was another house, I think? — A. Above that
there was a similar deck-house, built upon the upper promenade deck, which contained
cabins, and the music room.

6579. Q. And upon the boat-deck above there was a deck-house for the captain
nrir! officers and the chart-room and wheel-house? — A. Yes.

6580. Q. And the second-class accommodation, where was that? — A. That was on
the main and upper decks, at the aft end of the ship, and along the starboard side of
the upper deck.

6581. Q. And the accommodation for the engineers ? — A. Was on the port side of
the upper deck.

6582. Q. And also rooms, officers' mess-rooms, and lavatory? — A. Yes.

(5583. Q. And the third-class accommodation was forward, I think? — A. Yes, upon
the lower and main decks.

6584. Q. And the large dining saloon was amidships? — A. Yes, on the main deck..

6585. Q. And the smoke-room, . ladies' room, accommodation, and shelter pro-
menade, on the upper deck, and an open promenade on the shelter deck. forward?— A..
That is right.

HILLHOUSE..

404 MARINE AND FISHERIES

5 GEORGE V., A. 1915

6586. Q. Now, about the third-class entrances from the shelter deck, how were they
arranged? — A. They were arranged at the aft end of the forecastle, the doors opening
out on to the open promenade space on the shelter deck. From that the stairways
went down to the covered promenade on the upper deck, and from that space con-
nected with the accommodation quarters on the main deck and lower deck.

6587. Q. And the firemen's quarters? — A. On the upper deck, on the port side.

6588. Q. Aft?— A. Yes, aft.

6589. Q. With a stairway to an open space on the shelter deck? — A. Yes.

6590. Q. To the aft part of the shelter deck?— A. Yes.

6591. Q. Where were the berths of the crew? — A. The seamen and firemen were
berthed forward under the forecastle, and the stewards on the port side of the upper
deck amidships.

6592. Q. Then there was a fore-and-aft working passage, I think, from end to end
of the ship, on the port side of the upper deck? — A. That is right.

6593. Q. Now, do any of the plans which you have handed in show the location of
the companion ways, are they marked there? — A. Yes, the lithographed plan of the
accommodation indicates the exits and ladder-ways.

6594. Q. Now, water-ballast tank's — how was the vessel fitted out with regard
to those? — A. She had a cellular double bottom extending from the collision bulk-
head forward nearly to the stern of the ship, with a total capacity of between 1,700
and 1,800 tons of water.

6595. Q. The tanks were subdivided transversely? — A. Yes, and by a water-tight
division along the middle line of the ship.

6596. Q. Describe the general construction of the cellular double bottom, length,
height, and capacity in tons? — A. Well, I will have to turn to a plan to get that in-
formation, I think.

6597. Q. Very well. — A. The cellular double bottom extends from a point 35 feet
aft of the stem to a point 54 feet forward of the stern post, and it was four feet six
inches in depth, and 47 feet in breadth at its widest part.

6598. Q. And what about the capacity? — A. The total capacity was 1,522 tons.

6599. Q. Now, was there also a deep water ballast tank in the compartment imme-
diately forward of the bunkers? — A. Yes, No. 3 hold, up to the level of the lower
deck, was fitted as a deep ballast tank and contained 1,950 tons.

6600. Q. With a water-tight middle line bulkhead?— A. Yes.

6601. Q. Very good. Now, about the water-tight bulkheads, will you state how
the ship was provided with regard to those? — A. There were in all 10 water-tight
bulkheads, dividing the ship into eleven water-tight compartments.

6602. Q. Will you please let us have them in detail? — A. Well, bulkhead No. 1
was on frame 229, at a distance of 34^ feet abaft the bow.

Bulkhead No. 2 was on frame 211, 40£ feet abaft No. 1 bulkhead.

Bulkhead No. 3 was on frame No. 189 and was 49 J feet abaft No. 2 bulkhead.

6603. Q. Pardon me a moment, bulkheads Nos. 1 and 2, had they any doors in
them? — A. None whatever.

Bulkhead No. 4 was on frame 166, and was 51| feet abaft bulkhead No. 3.

6604. Q. You have spoken of bulkhead No. 3 already? — A. Yes.

6605. Q. Were there any water-tight doors in bulkhead No. Z\ — A. Yes, in
bulkhead No. 3 there were two doors at the main deck level.

6606. Q. One on the port side and one on the starboard side? — A. Yes, one on
the port side and one on the starboard side.

6607. Q. And the dimensions of these doors? — A. Six feet six inches by three
feet.

6608. Q. What sort of doors were they? — A. Horizontal sliding doors.

6609. Q. How were they operated, and from where? — A. Operated by gearing
from the upper deck level.

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SESSIONAL PAPER No. 21b

6610. Q. Now, that brings you to bulkhead No. 4?— A. Yes. Bulkhead No. 4
was on frame 166, 51-f feet abaft bulkhead No. 3.

6611. Q. And what about doors in bulkhead No. 4? — A. In bulkhead No. 4
there were two horizontal sliding doors at the main deck level, and one horizontal
sliding door at the lower deck level.

6612. Q. The same size? — A. The one on the lower deck level was six feet by
three feet, but those on the main deck level were 6 feet 6 inches by 3 feet.

6613. Q. -And what about bulkhead No. 5 ? — A. Bulkhead No. 5 was on frame
No. 127 and was situated 87| feet abaft bulkhead No. 4.

6614. Q. And that one was stepped forward, was it not? — A. Yes, it was stepped
forward between the main and upper decks to frame 138.

6615. Q. And then carried up? — A. Yes, and then carried up in that frame to
the upper deck.

6616. Q. A passageway connecting' that with the aft boiler-room? — A. Yes, that
passageway extended from the bulkhead to the fore-side of the aft boiler-room, and
there was a water-tight passage forming part of the bulkhead and having a water-
tight door at the aft end.

6617. Q. State what doors there were in No. 5 bulkhead? — A. In the upper
part of it, in frame 138, there were two horizontal sliding doors, 6 feet 6 inches, by
3 feet, at the main deck level.

6618. Q. One on each side? — A. Yes, one on each side. Then at the lower deck
level, between the upper coal bunkers of the forward boiler room and the upper coal
bunkers of the aft boiler room were two horizontal sliding doors, each six feet by
three feet, one to port and one to -starboard. And at the aft end of the tunnel to
the aft boiler room was one vertical sliding door 5 feet 6 inches by two feet, on the
centre line.

6619. Q. A pipe passageway? — A. Yes, there was also a steam-pipe passage
extending from the bulkhead to the fore side of the aft boiler room which passage
was water-tight.

6620. Q. Now, let us come to No. 6 bulkhead. — A. No. 6 bulkhead was on frame
No. 88.

6621. Q. And forming the aft end of the aft boiler-room? — A. Yes, it divided
the aft boiler-room from trie engine-room. It had a recess forward to frame No. 90,
a distance of 4 feet .6 inches. The main part of the bulkhead was 87| feet abaft No.
5 bulkhead.

6622. Q. It was stepped aft on the main deck and carried up to the upper deck? —
A. Yes, on one side there was a small recess aft to frame 82, and then two doors in
that bulkhead on the main deck level, on frame 82, one horizontal sliding door, six
feet six inches by three feet, on the starboard side, in the main bulknead in the lower
deck level, two horizontal sliding doors, 6 feet by 3 feet, and at frame 90, at the
stokehold level, one vertical sliding door, 5 feet 6 inches by two ,feet.

6623. Q. Is that the one that communicated with the engine-room? — A. Yes.

6624. Q. And now, No. 7 bulkhead? — A. No. 7 bulkhead formed the aft end of
the engine room and was on frame 57 from the keel to the orlop deck. It was then
stepped forward to frame 65, in which frame it continued to the upper deck.

6625. Q. And is there a water-tight door? — A. Yes, at the orlop deck level. The
lower part of that bulkhead is situated 69| feet abaft No. 6 bulkhead.

6626. Q. Well what water-tight doors are there? — A. In the lower part of it there
was one horizontal sliding door five feet by two feet one inch, and in the upper part, the
main deck level, on frame 65, two horizontal sliding doors, 6 feet 6 inches by 3 feet.

6627. Q. From where were those operated ? — A. From the upper deck.

6628. Q. Were all those doors operated from the upper deck? — A. Yes.

6629. Q. Now take bulkhead No. 8 ?— A. Bulkhead No. 8 is on frame No. 47, 22^
feet abaft No. 7 bulkhead.

HILLHOUSE.

406 MARINE AND FISHERIES

5 GEORGE V., A. 1915

6630. Q. What about the water-tight doors? — A. It had two horizontal sliding
doors on the main deck level, 6 feet 6 inches by 3 feet, and two horizontal sliding
doors in the hold, 5 feet by 2 feet 1. inch, leading to the shaft tunnels.

6631. Q. That bulkhead was also stepped forward with a water-tight flat? — A.
Yes, one frame space.

6632. Q. And carried up to the upper deck? — A. Yes.

6633. Q. And No. 9 bulkhead ?— A. No. 9 bulkhead was in frame No. 29, 40| feet
abaft No. 8, and had two horizontal sliding doors at the main deck level.

6634. Q. And No. 10 ? — A. No. 10 was on frame 14, and stepped aft to frame 5,
and was 33f feet abaft bulkhead No. 9, and 31| feet forward of the stern.

6635. Q. Were there any doors in that bulkhead? — A. Yes, at the orlop deck
level there was one horizontal sliding door 4 feet by 2 feet.

6636. Q. On the port side? — A. One foot on the port side, giving access to the
steering compartment.

6637. Q. And that was the only door in this bulkhead? — A. Yes.

6638. Q. And what was the size of the doors in bulkhead No. 9 ? — A. Six feet 6
inches by 3 feet.

6639. Q. Now, have you described these doors as we went along, Mr. Hillhouse
— they were sliding doors, you have stated, and were all worked from the upper

deck?— A. Yes.

66401. Q. Well, would you describe what the operation would be from the upper
deck to close these doors or to work them? — A. Well, on the upper deck, there were
keys or handles which had to be fitted to the square ends of shafting and turned around
"by hand. These shafts work toothed wheels which gear with a rack upon the door,
and push the door along horizontally.

f)641. Q. How long would it take to close one of these doors? — A. I have no idea.

6642. Q. Well you know whether it would take five minutes or half an hour? — A.
Nearer five minutes than half an hour.

6643. Q. Would they close as slowly, for instance, as a window in your cabin
screws up when you try to fasten that? — A. Well, T can't tell you. I have never tried
to shut a water-tight door, personally.

By Lord Mersey:

6644. Q. You say you don't know the time it would take to close all these doors?
— A. Mr. Newcombe asked my how long it would take to close one door.

6645. Q. Yes, how long would it take, say at the slowest?— A. I can't tell that,
my Lord. I don't know how long it takes to close these doors.

6646. Q. Well, it doesn't take a week, I suppose?— A. No, sir, not a week.

6647. Q. Well, can you give us any idea? — A. I should think it would be done
within five minutes, if not sooner.

By Mr. Newcombe:

6648. Q. And each door has to be closed by an independent operation? — A. Yes.

6649. Q. Each one has its own separate gear, and has to be closed separately, the
same as you would have to close each one of these win. lows separately, if they were
opened? — A. Yes.

By Lord Mersey:

6650. Q. And as I understand it, a man on board the ship has to be appointed
to each door? — A. At least one man.

6651. Q. And there is a man, or there is supposed to be a man on the ship to close
each door? He has a particular door to deal with? — A. Yes, my Lord.

HIL.LHOUSE.

EMPRESS OF IRELAND— STORSTAD COLLISION 407

SESSIONAL PAPER No. 21b

6652. Q. There is one man, at all events, for each door, and that man knows
which door is his ? — A. Yes, that is a matter of which personally I have no knowledge,
it belongs to the discipline of the ship.

6653. Q. But that is only what should be done, and you believe that to be the
practice? — A. Yes, so I understand.

By Mr. Newcombe:

6654. Q. And these keys, to open and close these doors, would be located in the ship
immediately on top of the door, I suppose? — A. Well, in close proximity to the door.

6655. Q. In close proximity to the vertical line? — A. Yes, it might not be able to
go straight up in every case, but very nearly straight up.

6656. Q. Can you tell me whether these bulkheads were built in compliance with
the representations of the bulkhead committtee of the '91 Board of Trade? — A. Yes,
the specification calls for the ship to be subdivided in accordance with those recom-
mendations for a low draught of 27 feet 6 inches, and the ship was so built and sub-
divided.

6657. Q. The plans handed in, I suppose show these particulars that you have
given us? — A. Yes.

6658. Q. Are you sure these particulars do appear on the plans which have been
handed in, as otherwise a plan should be produced showing them? — A. Well I know
that they were marked upon certain copies of these plans, but if you like I will check
them all over and make certain of that. I will do that during the luncheon hour.

6659. Q. I wish you would, Mr. Hillhouse.

By Sir Adolphe Routliier:

6660. Q. Is it possible to close the doors when the water is coming in?

The Witness. — Do you mean while the water is passing through the opening?

6661. Q. When the water is coming in? — A. Yes.

6662. Q. It is possible? — A. It should be possible to shut the doors even if water
is passing through the doorway.

6663. Q. Supposing an order is given to close the doors, how long would it take
to close all the doors? — A. I cannot tell you that. That information I think can be got
better 'from the officers of the ship who have actually performed the operation.

By Lord Mersey:

6664. Q. If all the men were at their respective doors at the same time, then all
these doors can, as I understand it, be closed in about five minutes? — A. Yes.

6665. Q. That is right? — A. Yes, my Lord, but as I say I have not seen them
actually shut them, and I don't actually know in what time they can be shut. (

By Mr. Newcombe: ■ ■ >

666*6. Q. This system you have described of working these doors separately by
hand, by individual stewards, is that still the practice in the construction of ships of
this class? — A. That is the practice in the majority of ships.

6667. Q. They have different apparatus in some ships, have they not? — A. Yes,
there are now three or four different systems by which the doors can be simultaneously
closed from the bridge.

6668. Q. Closed from the bridge? — A. Yes, by hydraulic or electric power.

By Chief Justice McLcod:

6669. Q. By one man ? — A. Yes, by one man.

By Lord Mersey:

6670. Q. That is the very latest system ? — A. Yes, my Lord, that has only developed
within the last <few years.

HILLHOUSE.

408 MARINE AND FISHERIES

5 GEORGE V., A. 1915
By Mr. Newcombe:

6C71. Q. That is an invention developed since this vessel was constructed? — A.
Yes, my Lord.

By Chief Justice McLeod:
6GT2. Q. I suppose that can be applied to any ship? — A. Yes.

By Mr. Newcombe:

6673. Q. Now, Mr. Hillhouse, will you speak about the gangway and reserve coal
and cargo doors? — A. Yes.

6674. Q. They were fitted in the ship's side? — A. Yes, a number of coaling ports
and passenger entrance doors and cargo doors fitted in the side plating of the ship.

6675. Q. Are they shown on the plans ? — A. I think they will appear on the litho-
graphed plan of the accommodation.

6676. Q. How were those doors secured? — A. The coaling ports are secured by
studs screwed up from outside the ship. The passenger gangways and cargo-doors are
secured by what we call strong-backs, and screws from the inside of the ship.

6677. Q. Those would be between the upper and main deck and the shelter
deck, I suppose ? — A. Yes, the majority of them are between the main and the upper
decks. There is one forward between the upper deck and the shelter deck, and one
forward of the forward funnel, between the shelter and the lower promenade deck.

By Lord Mersey:

6678. Q. Are there any blue prints which you have produced of the shelter deck
and the upper deck ? — A. No, my Lord, I regret that all that I have in that connection
are the working plans of the ship, which are somewhat the worse for wear. It would
take some days to get tracings and blue prints made of those, but that could be done.

6679. Q. How is it you haven't blue prints of those from the shelter deck to the
main deck? — A. The blue prints of the other decks were made from plans in the pos-
session of the owners. But for some reason that I cannot explain, they had no tracings
of the upper decks.

6680. Q. Are there any plans prepared of the curves of buoyancy and stability?
— A. Yes, I have a plan with me.

6681. Q. They are all mentioned as being plans which should have been in exist-
ence before the work was started? — A. Yes, I have such plans with me, my Lord.

6682. Q. Then I think you had better produce them. Where are they? — A. They
are here, my Lord, I think. No, the only one I have with me at the moment shows
the curve of stability of the vessels at the time of the accident.

6683. Q. What is this? — A. The curve of stability of the vessel at the time of the
accident.

6684. Q. But that is not what I was asking? — A. The other plans are in the hotel,
and I can bring them in the afternoon.

6685. Q. Very well, bring them please. I understand this is the curve which you
have made for the purpose of this case? — A. Yes, my Lord.

6686. Q. This, I suppose, is the curve immediately before the accident? — A. Yes,
my Lord.

6687. Q. Is that when all the ports are closed? — .A Yes, my Lord.

6688. Q. Before the accident? — A. Yes, before the accident.
Lord Mersey. — You had better mark this?

(The plan is marked as Exhibit Z.)

By Mr. Newcombe:

6689. Q. Now, speaking with reference to the arrangement of the boat deck,
at the time of the construction of the vessel in 1906 — you understand I am referring

HILLHOUSE.

EMPRESS OF IRELAND— STORSTAD COLLISION 409

SESSIONAL PAPER No. 21b

to the time of original construction, for I believe that the boats were enlarged since
then? — A. They were increased, yes, later on.

6690. Q. The numbers and positions of the davits and boats and approximate
weight, according to the original construction — can you give us that? — A. Yes, there
were upon the boat deck level 14 steel lifeboats, and upon the level of the lower
promenade deck two more steel lifeboats, making 16 lifeboats in all. Each of them
would have a weight of about two and a half tons.

6691. Q. And these boats were distributed equally on each side of the ship, I
suppose? — A. Yes, eight upon each side of the ship.

6692. Q. Under' davits?— A. Yes.

6693. Q. Now, do you know what, if any, alterations were made in the number
of the davits and the boats since 1906 ? — A. I understand that no additional davits
were provided, but the davits were lengthened so as to raise the steel boats, and
below each steel boat was placed one Englehart collapsible boat. In addition four
collapsible boats were placed between the aft pairs of steel boats; and the four or
six Berthons on the aft deck amidships.

6694. Q. And you understand the ship carried that additional equipment upon
her last voyage? — A. Yes.

6695. Q. Now, can you give the approximate weight on the boat deck? — A. Well,
I estimate that the additional weight would be about 80 tons.

6696. Q. Eighty tons additional weight?— A. Yes.

6697. Q. Over and above that in respect of which the construction was origin-
ally made? — A? Yes.

6698. Q. Now, what effect would that additional weight on top have with regard
to the stability of the ship? — A. Dealing with the stability of the ship, immediately
before the accident, it would have the effect of reducing the metacentric height by
two inches.

6699. Q. The original metacentric height you have not stated what that is? — A.
No, it was 40| inches.

6700. Q. And this additional weight, you say, lowered that? — A. Yes, if the-
extra boats had not been placed upon the boat-deck it would have been 42^ inches.

By Lord Mersey:

6701. Q. Is that an element of insecurity? — A. Every reduction of the meta-
centric height reduces the stability of the ship.

6702. Q. That is what I meant. Then the placing of these additional life boats
on the deck of the ship tended, to some degree, whether it is very much or not, to dim-
inish the stability of the ship? — A. Yes, my Lord.

By Mr. Newcombe:

6703. Q. Now, would you say whether it tended to do so to a dangerous degree? —
A. Not in my opinion.

6704. Q. Have you any doubt about that? — A. No doubt.

6705. Q. Now, at the time of the construction of the vessel, did you make any
calculations to arrive at her floating capacity, assuming one or more compartments to
be filled with water? — A. Yes.

6706. Q. Will you state what conclusions you came to from those calculations?
— A. Well, the conclusion that we came to, in conjunction with the Board of Trade,
was that the bulkheads were so placed that any two adjacent compartments might be
simultaneously filled, without sinking the ship below the margin of safety line, which
is a line drawn at a short distance below the upper deck. That is the condition laid
down by the bulkhead committee of 1891.

6707. Q. So that she might have any two compartments flooded

HILLHOUSE.

410 MARINE AM) FISHERIES

5 GEORGE V., A. 1915
Lord Mersey. — He said: any two adjacent compartments.

Mr. Newcombe. — Yes, my Lord.

6708. Q. Well, she might have any two adjacent compartments flooded and still
comply with those requirements of safety? — A. Yes.

6709. Q. Now, the two boiler rooms extend nearly one-third the length of the
ship? — A. Yes, their total length is 175 feet.

6710 Q. Now, supposing the bulkheads between those two rooms to have been
destroyed, and the two compartments should be filled with water, and the water-tight
doors closed, would the water be confined to these two spaces? — A. Yes, sir.

6711. Q. And would the vessel float? — A. Yes, sir.

By Chief Justice McLeod:

6712. Q. Suppose the water-tight compartments are filled, these two, would the
water filling these two water-tight compartments have a tendency to list the vessel to
her starboard side? — A. Yes — well, that would depend entirely upon the manner in
which these compartments were filled. If it be assumed that they were filled centrally,
so the water flowed equally to each side, then it would not tend to incline the vessel.

6713. Q. But take the case just as this happened here, where they are filled
through a hole in the starboard side? — A. Well, in that case, it is of course inevitable
that the water shall be upon the side of the ship which is struck before it can reach
the other side. In that case, a listing effect would be produced.

By Lord Mersey:
13714. Q. As we are told it was ? — A. Yes, my Lord.

By Mr. Newcombe :

6715. Q. Now, supposing these two compartments filled, what additional immer-
sion would follow ? — A. Supposing the ship remained upright, the water would rise to a
point about half-way between the main and upper decks.

6716. Q. That would take her down how many feet, can you say? — A. It would
take her down 9 feet 3 inches.

By Lord Mersey:

6717. Q. It would put her down in the water 9 feet 3 inches lower ? — A. Yes.

By Mr. Newcombe :

6718. Q. And therefore below the line of the 'lower tier of port-holes? — A. Yes.

6719. Q. Now again, supposing the vessel loaded to her low draught, what amount
of list would she require to take before the lowTer line of port-holes was immersed? —
A. A nine degree inclination would bring the lower row of ports under.

6720. Q. The lower row would be below in any case with the two compartments
filled ? — A. Do you mean after she was sunk the nine feet three inches ?

6721. Q. Now, as I understand you, supposing she sank on an even keel by the
effect of the filling of these two large compartments with water, that would bring the
line of her lower ports down below the water level ? — A. Yes, that would immerse them.

6722. Q. So assuming that to have happened, you do not need any list to bring
those port-holes under water? — A. No.

6723. Q. Supposing the ship to be tight, and that you could take hold of her mast-
head and pull her over nine degrees, that would put this lower line of ports under
water? — A. Yes.

6724. Q. And how much of a list would put the tier of ports immediately above
that under water? — A. It would require a list of 18 degress.

6725. Q. Now, of course, you have been here, throughout the conduct of this case,
Mr. Hillhouse?— A. Yes.

HILLHOUSE.

EMPRESS OF IRELAND— STORSTAD COLLISION 411

SESSIONAL PAPER No. 21b

0726. Q. And no doubt have considered the subject very carefully. It is certain
the vessel began to list and listed heavily ? — A. Yes.

6727. Q. Immediately after the accident? — A. Yes.

6728. Q. Can you give us any explanation as to why that happened?

By Lord Mersey:

6729. Q. I think you have explained to us that if the flooding of these two com-
partments took place from the side, teuch a flooding would make the ship list? — A.
Yes, my Lord.

6730. Q. If you introduced the water as an even keel, so that the water introduced
spread itself to the port and starboard sides equally, thero would be no list? — A. No,
juy Lord.

6731. Q. Then the list came about in the first instance through the water coming
in from the starboard side of the ship? — A. Yes, my Lord.

By Mr. ~Newcombe:

6732. Q. I suppose you know ships of the type of the Etruria and Campania? —
—A. Yes.

Lord Mersey. — Now, Mr. Newcombe, what about rising? I don't want to hurry
you.

Mr. Newcombe. — I have only one or two questions more to put to Mr. Hillhouse,
it won't take me very long.

Lord Mersey. — Well, what do you mean when you say not very long, because there
are circumstances that make it desirable to adjourn now.

Mr. Newcombe. — Well, I think I might take about ten or fifteen minutes more,
my Lord.

Lord Mersey. — Then, if you do not mind, I think we will have those ten or
fifteen minutes after we come back.

The court then adjourned until half-past two o'clock in the afternoon.
The court resumed at 2.30.

Percy Hillhouse (examination resumed).

By Mr. Newcombe:

6733. Q. It has been stated that the draught of the vessel on leaving Quebec was
20 feet 10 inches forward and 28 feet 10 inches aft — A. Yes, sir, that is correct.

6734. Q. That would be in fresh water? — A. In fresh water.

6735. Q. How much would she rise in salt water? — A. About 7 inches due to the
difference between fresh and salt water and another difference due to the consumption
of coal and fresh water and stores of about 2 inches, a total of 9 inches.

6736. Q. So that at the point of sinking that gives you a variation of 9 inches? —
A. Yes, 21 feet 1 inch forward and 27 feet 11 inches aft, a mean of 27 feet.

6737. Q. We were speaking about the listing of the ship and I think you had
explained that if water began to come in in quantity on one side of the ship the ten-
dency would be for her to list towards that side? — A. Yes.

6738. Q. I suppose that once a ship begins to list to starboard there is an inclina-
tion to increase that list by any additional weight of material on that side? — A. It
would necessarily increase the list. She could come back to the upright provided the
free water was not more than a certain amount.

6739. Q. This ship, of course, did not come back? — A. That is so.

674-0. Q. The list appears to have increased after she tipped over. Can you say
whether a top weight on the boat deck would accelerate the list of the ship having

HILLHOUSE.

412 MARINE AND FISHERIES

5 GEORGE V., A. 1915

regard to the fact that she had taken water on the starboard side? — A. Yes, the top
weight certainly does accelerate the list.

6741. Q. I should like to know if a ship of this sort which comparatively might
be described as more like a river boat than a sea-going ship — I mean there is a con-
siderable amount of deck structure on her, is there not, comparing her with a ship like
the Etruria or the Campania? — A. Compared with the Etruria or the Campania, there
is more deck structure but not in comparison with many other modern vessels.

6742. Q. If you had a ship like the Etruria receiving an injury like this one,
would you expect it would lose its balance and tip over as the Empress did? — A. Yes,
because the Etruria did not have so much stability as the Empress had.

6743. Q. To look at her you would suppose that the Empress would upset very
easily, would you not? — A. Yes, but in looking at the top one only sees the height of
her ; one does not get any idea of how much weight is below water or what the breadth
of the ship is.

6744. Q. Have you any opinion to offer as to the cause of the vessel sinking so
quickly? — A. Yes, I can give an opinion or a surmise, but in the absence of more
definite information as to the damage done to the starboard side of the vessel or as to
the exact condition of the water-tight doors and side lights it is impossible to give
any accurate statement of what the sequence of evente was.

6745. Q. You have an opinion as to what probably happened, I understand? —
A. Perhaps first I might explain as concisely as I can on what the element of the
stability of a ship depends. In the condition when the side of the ship is slightly
inclined one side is pushed down in the water and the other side is raised above the
water. The side which is pushed down calls into play the force of the buoyancy which
tends to push that side up again. The side that is drawn out of the water loses buoy-
ancy and that which was formerly supported by the buoyancy is now unsupported.
The transference of the buoyance from the high side to the low side of the ship is what
the ship relies upon to come back to upright. If, on the other hand, there is anywhere
inside the ship a weight of any kind which will move across to the low side of the ship,
such weights perhaps being coal or grain or loose water, then there is a transference
of weight from the high side to the low side and that transference of weight
is in opposition to the transference of buoyancy. During the life of the
ship there is a conflict between the buoyancy of the ship and the shifting weight.
Ordinarily there is always isome loose water, in the fresh water tanks and in the feed
water tanks. But the stability of the ship is such that the transference of weight is
not of serious consequence. But if any large quantity of loose water comes into the
Vship then the transference of weight becomes much more serious and stability may be
seriously reduced. In the case of the Empress calculations show that she could with-
stand the amount of water contained in the two boiler-rooms. But if in addition to
that there should have been anywhere more free water then her stability would be
reduced and become negative and the ship would heel over and ultimately capsize.
In my opinion in thife case water has found its way into other compartments than the
two boiler-rooms partly through water-tight doors and partly through side lights and
I think that was the cause of her heeling over and finally foundering.

By Chief Justice McLeod:

6746. Q. In your opinion the watertight doors would not be closed, neither would
the ports?— A. No, I think there has been no evidence that states that all of these
were closed.

By Lord Mersey:

6747.. Q. Would one or two port holes being open allow the water to run in
rapidly enough to sink the ship? — A. As to the time I cannot give any opinion, but

HILLHOUSE.

EMPRESS OF IRELAND— STORSTAD COLLISION 413

SESSIONAL PAPER No. 21b

any water entering the ports would inevitably gather on the starboard side, heel the
ship down on that side and cause more water to come in.

By Mr. Newcombe:

6748. Q. In your statement of the metacentric height of the vessel at the time
of construction did you have regard to the ballast tanks as full or empty?— A. The
water ballast tanks were all full.

6749. Q. There is a question submitted which I wish you would listen to: In
the actual design and construction of the Empress, what special provisions, if any,
were made for the safety of the vessel and the lives of those on board in the event of
collision and other casualties? — A. That is question three which I was to answer.
The special provisions made were, first of all, the following out of the recommenda-
tions of the Bulkhead Committee. The adoption of these recommendations was pure-
ly optional on the part of the owners; it was not required by law at that time. That,
therefore, may be called a special provision for safety. In addition to that there
was the usual provision of wireless telegraphy, submarine signalling and lifeboat ac-
commodation for everybody on board.

Lord Mersey. — Have you any questions to ask, Mr. Aspinall?,
Mr. Aspixall. — I think it would be fairer, in the event of Mr. Haight having
any questions to put to this witness — I do not know that he has — that he should put
them before I ask the witness any questions. He is really our witness. We have
placed him at the disposal of the Board of Trade and I submit it would be only right
that I should come last.

By Mr. Haight:

6750. Q. According to my computation, Mr. Hillhouse, there are in all twenty
watertight doors in your ship? — A. Twenty -four.

6751. Q. All of these have doors through them except the first two? — A. You
are talking of bulkheads or doors.

6752. Q. All of the watertight bulkheads have doors through them except
numbers 1 and 2? — A. Yes.

6753. Q. Was Dr. Francis Elgar, before or after he designed this vessel, the
chairman of the Fairfield Company — the company that built this boat? — A. Yes. he
was.

6754. Q. When was he chairman?- — A. He was chairman, I think, some years
before he designed this vessel.

6755. Q. How long before he made the designs of this vessel was it that he
ceased to be the chairman? — A. Very shortly before.

6756. Q. Were you familiar with the design of the vessel before she was built?
—A. Yes.

6757. Q. You worked with him on the plan, did you not, Mr. Hillhouse, your-
self?— A. Which plan do you mean?

6758. Q. The plans of the Empress of Ireland?— A. Yes.

6759. Q. You are then familiar with any innovations that were made in the
construction of this vessel?— A. Yes.

6760. Q. Were there not some departures from ordinary ship designing made
when these plans were drawn? — A. Yes.

6761. Q. Is it not unusual for a merchant vessel to have a rudder which is
entirely submerged? — A. Yes, there are not many merchant vessels with such
rudders.

6762. Q. Were not the two Empress boats practically the first large merchant
vessels that were built from this design? — A. No, before that the Oily of Paris and
the City of New York had practically similar rudders.

HILLHOUSE.

414 MARINE AND FISHERIES

5 GEORGE V., A. 1915

0763. Q. Is it not true that the lines at the stern of the two Empressses were
very much fuller than the lines usually are at the stern of such vessels? — A. They
were a little fuller, but not very much. #

6764. Q. How much fuller would it be on the Empress than is usual, or was
usual, with merchant vessels at the time these designs were made? — A. It is difficult
to give any measure of fullness; say roughly, perhaps, at 30 feet from the stern
the water line may have been one foot broader on each side.

6765. Q. Is it not true that for thirty or forty feet from the stern, the lines of
the two Empress boats are distinctly fuller than i's usual on merchant vessels? — A. It
is exceedingly difficult to answer I hat question, been use merchant vessels jare built all
degrees of fullness.

; 6766. Q. How many designs had you worked on before you actually worked on
the designs of this vessel? — A. Perhaps five or six large vessels.

6767. Q. Since that time you have worked on the designs of many large vessels?
—A. Yes.

6768. Q. Is it not true that the lines of the Empress for" about 40 feet from the
stern were fuller than any boat you had ever worked on before ? — A. No, it is not the
case.

6769. Q. I mean any boat that is a merchant vessel, that is designed as a passen-
ger boat and similar in class? — A. No, I think if you will compare the lines of the
Empress with the lines of any of these boats you will find that they are very similar.

6770. Q. Are you to-day building vessels with as broad a line at the stern as the
Empress of Ireland had? — A. Yes.

6771. Q. Is it not true that a broad stern tends to cause eddies under the stem
and has an effect upon the rudder? — A. It possibly has some effect, but at the
same time we have built many ships with much fuller sterns than that of the Empress
and no trouble has been experienced in their steering.

6772. Q. The tendency of the broad stern is to decrease the efficiency of your
rudder? — A. Yes.

6773. Q. Is it not true that after the Empress was first built you found some
difficulty with the rudder as originally designed ? — A. On the trials of the vessel every-
body was absolutely satisfied with her steering qualities. Some time later the fore
part of the rudder got carried away accidently and when that was being renewed
advantage was taken of the change to slightly increase the area of the rudder.

6774. Q. What was the original area of the first rudder as designed? — A. I can-
not tell you the exact area.

6775. Q. What was the original percentage of the area of your rudder as com-
pared with the area of the immersed plane of your vessel ? — A. That is largely a matter
of opinion.

6776. Q. What is your opinion? — A. For such a ship as the Empress?

6777. Q. According to my understanding, among naval architects you figure the
immersed plane of your vessel running the plane through the keel vertically? — A. Yes.

6778. Q. And there is some understood proportion which the rudder must bear
to the submerged plane in order to give your vessel proper steerage? — A. That pro-
portion varies according to the type of vessel from, perhaps, in the case of cruisers,.
l-40th of the immersed area down to about l-100th part in the case of cargo vessels.

6779. Q. What was the proportion of the area of the original rudder of the
Empress? — A. I am sorry I do not know that figure, Mr. Haight.

6780. Q. Do you know if it was less than one per cent ? — A. No.

6781. Q. Will my plan enable you to tell that? — A. Yes, I could check that.

6782. Q. I wish you would. When you put in your new rudder how much did
you increase the area? — A. As far as I remember there was about one foot in breadth
added to the back edge.

HILLHOUSE.

EMPRESS OF 1 RELAX D— STORSTAD COLLISION 415

SESSIONAL PAPER No. 21b

6783. Q. Is it not true that your reason for increasing the area of your rudder
was because complaint had been made that the Empress did not steer well? — A. The
reason, as I understand it, was that they wanted to improve her steering qualities, but
she had previously to that, on trials in our hands, steered very well indeed.

6784. Q. But on practical trial, as operated on the line, complaint had been made;
is that not true? — A. Well, if so, I did not hear of it.

6785. Q. You heard enough to know that they wanted her to steer better ? — A. Yes.

6786. Q. Will you please tell me when that change in the rudder was made? — A.
1 think about 1908, but I do not know the exact date.

6787. Q. Was a similar change made in the rudder of the Empress of Britain?
— A. Yes, I think so.

6788. Q. She had not had an accident ?— A. No.

6789. Q. Did you yourself draw the designs, or work upon the plans of the larger
rudder? — A. It was done in the drawing office under my supervision.

6790. Q. Was your attention ever called to the fact that any of the masters of the
Canadian Pacific Railway Company, after you had made the changes in the rudders
of both boats, still complained about their steering qualities ? — A. No, I heard no com-
plaints.

6791. Q. Directly or indirectly? — A. Directly or indirectly.

Lord Mersey. — Will you ask him whether before the alterations in the area of the
rudder, he had had, or heard of, complaints from the masters of either one of the two
ships ?

By Mr. Haight:

6792. Q. Had you, before the changes were made, heard of complaints of that
character from the captain of either of these boats ? — A. No, sir, but from the fact
that the owners desired to take advantage of the accident to increase the area of the
rudder, I assumed that they thought her qualities might be improved.

6793. Q. Your position would not be such that complaints of the officers would
come to you? — A. No.

6794. Q. Will you tell me what the displacement of the Empress of Ireland was at
a draught of 27 feet 6 inches mean? — A. I could give the displacement exactly at the
time of the accident if that is perhaps more to the point?

6795. Q. Yes, that is what I really want. — A. 18,750 tons.

6796. Q. What do you figure to have been the actual draught forward and aft
of the Empr&ss at the moment of the collision? — A. 26' 1" forward, 27' 11" aft.

6797. Q. And that allows for how much rise after leaving Quebec? — A. Nine
inches.

6798. Q. Have you figured on the density of the water at Father Point? — A.
Yes.

6799. Q. Do you know whether any accurate test has been made? — A. No; I
assume that the water at Father Point is salt water and at Quebec fresh water.

6800. Q. Would you call Quebec absolutely fresh ? — A. Yes.

6801. Q. And Father Point absolutely salt?— A. Yes.

6802. Q. Is it not true that the current running down affects considerably the
density of the water as far down as Father Point ? — A. That I do not know.

6803. Q. As I understand, according to your computation at the time of the
accident, the metacentric height was 40£ inches and it was only 42J inches as origin-
ally designed? — A. Yes.

6804. Q. Is the metacentric height affected by the conditions of stowage and
such conditions? — A. Yes, certainly.

HILLHOUSE.

416 MARINE A. XI) FISHERIES

5 GEORGE V., A. 1915

6805. Q. What have you assumed to be the disposition of your cargo, supplies,
and so on?— A. I got a note of the actual disposition of the cargo from Capt. Walsh
and I have taken that in my calculations.

6806. Q. You know whether it was on the lowest deck or on certain decks or
where it was? — A. Yes, I got a complete diagram.

6807. Q. Lord Mersey.— Do you want that statement?

Mr. Haight. — I have no doubt it is accurately taken.

Mr. Hillhouse.— Capt. Walsh has the original document and he could give you
a copy.

Lord Mersey. — Have you a copy, Capt. Walsh ?

Capt. Walsh. — The original documents are handed in, my Lord; our solicitors
have the original documents. I have a copy at the office.

Lord Mersey.— Have you a copy of it, Mr. Haight? Show it to Mr. Haight and
let him tell me if it is a document of importance. (A copy of this document was
handed to Mr. Haight.)

Mr. Haight.— I may be posing as a naval architect but it is really a pose; I
can no more tell you whether it is important by looking at it — this will be of no use
to us unless we know the weights of each class of cargo stowed.

Lord Mersey. — Where do you propose to get that from?

Mr. Haight. — I do not propose to get it anywhere.

By Lord Mersey:

6808. Q. Where are the weights?— A. (Witness.) They are all in Mr. Walsh's
hands.

Lord Mersey. — Have you the weights, Mr. Walsh ? If so, give them to Mr. Haight.
Mr. Haight. — I doubt if there is any reason for criticising the way in which the
cargo was stowed.

Lord Mersey. — What I want to know is this: Do you understand it?

Mr. Haight. — I do to a certain extent. These figures indicate where the various
classes of cargo and baggage were stowed and they indicate that the stowage was
towards the bottom of the* ship and this has a very important bearing on the stability
of the ship.

Lord Mersey. — They give the weight of the cargo that was in a particular place?

Mr. Haight. — They indicate in a separate list the weights of each class of cargo.

Lord Mersey. — Have you got it all?

Mr. Haight. — Yes.

Lord Mersey. — Have you realized the effect of it?

Mr. Haight. — As well perhaps as I can. I should say that it appears to me to have
been so stowed as to have increased the stability of the ship. They are ballast because
they are towards the bottom. Just what effect that would have had in inches upon the
metacentric height T am sure I could not guess.

Lord Mersey. — I am very glad to hear you say that; it is a wise answer. I sup-
pose these cargoes were stowed in Montreal or Quebec. They are stowed by stevedores
and stevedores, I dare say, exercise their judgment by a rule of thumb more than any-
thing else?

Mr. Haight. — More or less, sir, yes.

Lord Mersey. — I suppose they are people who know how to stow a vessel so as to
make her fairly safe?

Mr. Haight. — That is my experience unless in bad weather.

HILLHOUSE.

EMPRESS OF IRELAND— STORST AD COLLISION 417

SESSIONAL PAPER No. 21b

Lord Mersey. — That is my experience, hut I do not profess to be able to criticise
what stevedores do.

Mr. Haight. — Ordinarily, in my experience the cargo does not shift except npon
rare occasions.

Lord Mersey. — Very rare. It must be very bad stowage or it must be very bad
weather. Well, we will have these statements put in. (Stowage put in and marked
Exhibit A-l ; statement re stowage of cargo put in and marked Exhibit B-l.)

By Mr. Haight:

6809. Q. Will you refer to the passenger diagram, look at room 328 and tell me
how many feet that room is distant from the closet bulkhead and whether it is forward
or aft of the bulkhead? — A. The wooden partition upon which No. 328 is fastened is
15 feet 9 inches from the bulkhead between the two boiler rooms.

6810. Q. If we assume then that the stem of the Storstad touched the side of the
Empress exactly in line with the wooden bulkhead the entire wound would have been
aft of the bulkhead? — A. Not exactly, because the Storstad penetrated some distance
— the wound spread out sideways and might very well cover the 15 feet 9 inches.

6811. Q. Have you examined the Storstad? — A. Yes, I looked at her.

6812. Q. From the examination which you have made how far do you think she
penetrated inboard from the side of the Empress? — A. About eighteen feet. That is
partly from an examination of the Storstad herself and partly from measurement of
the model which was produced.

6813. Q. Did you take the beam of the Storstad 18 feet back from the stem? —
A. Yes, I measured the breadth of the deck between the point of damage on the star-
board side and the last point of damage on the port side and the breadth measures 28
feet.

6814. Q. Do you know, Mr. Hillhouse, that on the forecastle of the Storstad for a
certain distance back everything had been swept clean as though that deck had gone
under one of the decks of the Empress? — A. I was not able to see the forecastle deck of
the Storstad.

6815. Q. Why not? — A. Because we were not allowed to go aboard and I did not
care to climb on the top of buildings alongside. There was a watchman on the gang-
way who would not allow me to go on.

6816. Q. Did you explain who you were and what you wanted there? — A. No.

6817. Q. I am sorry you did not make application. — A. No answer. •

Lord Mersey. — You should have explained who you were. I should think they
would be quite right to refuse to allow a stranger to go aboard.

By Mr. Haight :

6818. Q. Do you know Mr. Hill?— A. Yes.

6819. Q. Has he not been aboard? — A. I do not know.

6820. Q. Your computation as to the extent of the Storstad's penetration inboard
-of the Empress is not based upon any accurate observation made on board the Storstad

herself?— A. No.

6821. Q. Questions have arisen, Mr. Hillhouse, in connection with Capt. Kendall's
story as to the movement of the two vessels after the collision occurred. Capt. Kendall,
for instance, indicates that actually the Storstad made an angle with the forward side of
the Empress of about' 7 points. Other witnesses gives the angle as being somewhat more
acute by diagram. Assume if you will that the Empress, when the vessels came together,
had some headway through the water and that the Storstad for some appreciable interval
of time remained with her stem sticking into the wound and that her bow was swung
to starboard, what effect would the position of the Storstad in the side of the Empress
have upon the heading of the Empress as she moved forward? — A. Yes, if the Storstad

HILLHOUSE.

216—27

418 MARINE AND FISHERIES

5 GEORGE V., A. 1915

stuck in and was gripped very tightly it would act as a retardation upon the starboard
side and swing the Empress head to starboard.

By Lord Mersey:
0822. Q. Bring the Empress head to starboard? — A. Yes, to starboard; the
Siorsiad would act as a drag upon her starboard side.

By Mr. Haight:

6823. Q. So long as she remained at all fast in the wound the natural tendency
would be to swing the Empress to starboard? — A. Yes, on the assumption you have
made and if there was no head motion on the Storstad.

6824. Q. The head motion of the Storstad would be taken up by the time it ceased
to penetrate, would it not ? — A. Yes.

6825. Q. So that from the time she had reached her maximum penetration and
until she was swung clear she would operate as a starboard rudder? — A. Yes.

6826. Q. As I look at the diagrams, room 328 is almost mathematically the exact
centre of the Empress calculating from stem to stern? Am I correct? — A. It must
be very near to it ; I have not measured it in that light.

6827. Q. Could you now satisfy yourself if that is true ? — A. Yes. (Witness made
measurement on accommodation plan). Yes, it is almost exactly in the centre.

6828. Q. If, therefore, the Storstad strikes the Empress at the angle indicated by
Captain Kendall, or at a slightly more acute angle, opposite room 328 would there be
any tendency resulting from the blow to swing the stern of the Empress one way or
the other?— A. No, I think not.

Lord Mersey. — Just put that again.

Mr. Haight. — The question was whether, striking the Empress at the dead centre
that Captain Kendall indicates or at a slightly more acute angle, the blow delivered by
the Storstad would tend to swing the stern of the Empress one way or the other. It
would not, the witness says.

Lord Mersey. — I do not understand that

Mr. Haight. — Your Lordship remembers that Captain Kendall's story was that
we struck him aft of amidships, turned his stern around and swung his bow to star-
board.

Lord Mersey. — I understood this witness to say just now that the Storstad, in
the position in which he placed her, having regard to all the stories of the other wit-
nesses, was acting as a rudder and would turn the stem of the vessel around to star-
board.

Mr. Haight. — If the Empress were moving forward through the water.

Lord Mersey. — Yes.

Mr. Haight. — Now, I am asking if the Empress were dead in the water. (To
witness). Did you understand my question to be whether the blow would have taken
her one way or another if the Empress were dead in the water? — A. Yes.

By Lord Mersey :

6829. Q. And you say it would not? — A. It would not.

Chief Justice McLeod. — One question was based on the assumption that the
Empress was moving in the water, and the other on the assumption that the Empress
was dead in the water ?

Mr. Haight. — Yes, my Lord. I was at fault in not making the question clearer,
(To witness) :

6831. Q. You are familiar, Mr. Hillhouse, with the effects upon a moving vessel
of a reversed propeller? Assuming that the Storstad had a right handed propeller the

HILLHOUSE.

EMPRESS OF IRELAND— STORSTAD COLLISION 419

SESSIONAL PAPER No. 21b

tendency, if the propeller were reversed, would be to swing her bow to starboard, would
it not ? — A. A very slight tendency.

6832. Q. The tendency is not only slight but it does not really develop until the
engines have been some little time running astern. — A. I understand that the tendency
is slightly due to the rotation of the propeller and I would expect it to manifest itself
immediately the propeller began to revolve.

6833. Q. Is it your experience that when a vessel is moving through the water
and her engines are reversed her head immediately begins to swing to starboard or
she hangs on her course for a short time then starts gradually and the swing increases ?
— A. I could not tell anything about that because I have had no experience in those
matters or in the handling of ships.

Lord Mersey. — Would not that depend very much upon the depth of the ship in
the water, the weight of the cargo and considerations of that character?

Mr. Haight. — A vessel that is dead light will swing more quickly.

Lord Mersey. — That is what I mean.

Mr. Haight. — I think the real explanation is that because she is dead light fehe is
trimmed more at the stern; she would draw 7 feet forward and 15 feet aft. If the
forward and aft draughts are approximately level it is difficult to make a fair running
trim. Still, it is not very important. (To witness) :

6834. Q. Captain Kendall was of. the opinion, Mr. Hillhouse, that his vefssel was
absolutely dead in the water and that the effect of our reversing engines was so pro-
nounced that we moved his entire ship ahead. Would any such' effect as that be
remotely possible ate a result of a reversed propeller with a ship like the Storstad or
any other ship? — A. The tendency, if any, would be exceedingly slight.

6835. Q. Do you know that the construction of the Storstad is not the usual con-
struction but that she is one of the Isherwood class of vessels? — A. Yes.

6836. Q. Would you please state, for the benefit of the court what the Isherwood
construction is? — A. Under the ordinary system of construction the framefs which
support the outside plating stand vertically at right angles to the keel. Under the
Isherwood system they run longitudinally more or less parallel to the water line.

By Chief Justice McLeod:

6837. Q. That applies to the Storstad?— A. Yes.

By Mr. Haight:

6838. Q. A vessel built on that system has far more strength fore and aft than an
ordinary vessel to withstand the impact of a collision? — A. Yes.

6839. Q. Every angle which ordinarily forms the ribs of the ship in cross-sections
is on the Isherwood vessel run lengthwise? — A. Yes.

6840. Q. You are striking the ends of your strengthened rather than the cross-
section? — A. Yes.

6841. Q. Bearing in mind the construction of the Storstad, I will ask you to
assume that when 100 feet away from the Empress she is coming so fast as to throw
bow waves which can be seen at night in a tfog by a man fifty feet above the water at
a distance of 100 feet. Assuming that at that instant the Storstad' 's engines are re-
versed, the stem of the Storstad being only 100 feet away from the side of the Empress
and that the Storstad has a dead weight cargo of coal of 10,400 tons, what would you
think would be the penetration of a vessel travelling at that speed and so constructed
if vshe hit amidships of the Empress practically in the unsupported boiler-room space?
— A. I can give no idea as to what I would expect the penetration to be. It is not
shown on the bow of the Storstad at all. It is one that it is impossible to make any
calculations about.

HILLHOUSE.

2lb— 27£

420 MARINE AND FISHERIES

5 GEORGE V., A. 1915

6841^. Q. Have you any idea that a vessel so constructed and driven at that speed
would have gone at least half through the Empress? — A. I cannot tell.

6842. Q. Would you mind stating what your real opinion is? Assuming that it
will not be scientific, it is not expected to be accurate. — A. I am not in a position to
give any opinion at all. I have never studied collisions between ships, or seen the
results of collisions.

6843. Q. Your boiler room space is the most sensitive part of your ship, is it not?
The boiler room and engine room space? — A. Sensitive, in what way, Mr. Haight?

6844. Q. You get nearer to hitting into an empty box there than anywhere else;
your decks do not run clear across the ship ? — A. No, but that space is filled with the
coal, a considerable weight of coal, just where the Storstad struck in this particular
case.

6845. Q. But you do not have the strength which comes with decks that run
clear across the ship? — A. The only deck missing in that part is the orlop deck, and
that is replaced by one or two stringers.

6846. Q. If there is any difference, the place where the Empress was struck is
weaker than places forward of the boiler-room or aft of the engine-room? — A. No,
I think it would be stronger, because in the middle part of the ship the scantling is
run across and the shell plating is thicker and the decks are thicker.

6847. Q. Will you please refer to your plans and tell me precisely how far inboard
your boilers are on the starboard side? I want to know how far inboard the measure-
ment would go when it just goes to the side of the boiler nearest the shell plating?—
A. Nearest the shell plating, about 7 feet.

6848. Q. At the point where we are assuming the Storstad struck, abreast of
room 328, what is the distance from the shell plating of the ship into the boiler, the
starboard side of the boiler? Please look at your plans, and make an exact measure-
ment.— A. Just at that particular point, Mr. Haight, there is no boiler, and 4 feet 6
inches after that we have a boiler whose side is about 15 feet from the vessel's side.

By Lord Mersey:

6849. Q. Tell me, Mr. Hillhouse, have you any plan to show the position of the
boilers? — A. No, my lord.

6850. Q. Can we not have once for all a complete set of plans referring to this?
I was just told that you are looking at a plan which is not yet in evidence. — A. This
is a copy of the hull plan; the plan which is one of the exhibits was a plan produced
by the Canadian Pacific Railway Company, and that plan did not show the boilers.

6851. Q. Is it not possible for us once for all to have a plan which relates to
these things? — A. It would take some time to get copies made, My Lord; it can be
done.

6852. Q. Do they not exist? Because if you could make copies there must be
some originals? — A. These are the originals I have here.

6853. Q. Why not give us the originals; they would be better than copies. — A.
Oh, I cannot leave the originals, my Lord.

6854. Q. Oh, yes, you can; the ship has gone down to the bottom you know;
the plans are not of very much use except as curiosities. Can you leave the plans?

Chief Justice McLeod.— We won't destroy them.

The Witness.— I should like to have copies made; I can leave them just now
and get copies made later.

Mr. Haight.— Do I understand that this drawing now becomes an exhibit?

Lord Mersey. — Yes.

The Witness.— There will be quite a number of plans if I put them all in ; this
is only one of twenty or thirty plans. ™ttcw

EMPRESS OF IRELAND— STORSTAD COLLISION 421

SESSIONAL PAPER No. 21b
By Mr. Haight:

6855. Q. You have suggested, Mr. Hillhouse, that the bow of the Storstad might
have touched the bulkhead something over 15 feet forward of room 328 ? — A. Yes.

6856. Q. Is it not true that the Storstad would necessarily have hit the boiler,,
which was only 4 feet 6 aft of that bulkhead, if she had penetrated 15 feet, especially
assuming that the angle of contact was somewhat towards the stern? — A. If she-
penetrated 15 feet at a point 4 feet 6-forward of the boiler, then I think she would
not touch the boiler.

6857. Q. Now, Mr. Hillhouse, 4 feet 6 aft of the door on which 328 was fastened,
is the forward end of the boiler? — A. Yes.

6858. Q. You have already expressed the opinion that the Storstad, with her

stem entering opposite that partition at an angle somewhat towards the stern A.

Towards the bow.

6859. Q. An angle towards the bow, or with her keel pointing towards the stern,
might have struck and damaged a collision bulkhead 15 feet 9 inches forward of No.
328?— A. Yes.

6860. Q. If the deck and the bow of the Storstad is wide enough to injure some-
thing 15 feet 9 inches forward of 328, and we assume the stem starts to penetrate on
the partition where 328 is, must not the port half of the stem of the Storstad hit
your boiler, which is only 4 feet 6 inches aft of 328? — A. Not necessarily, because
the point of the stem of the Storstad is a small point, whereas the breadth of the
deck at the impress' side is much wider.

6861. Q. But I understood you to state that the depth of penetration, according
to your idea, was 18 feet? — A. Eighteen feet.

6862. Q. Now, do you think that the stem plate of the Storstad can rupture the
side of the Empress directly in line with No. 328, penetrate 18 feet, and not touch
a boiler which is 15 feet in from the side and only 4 feet 6 inches aft of No. 328?
— A. Would you let me try it on the plan a minute; it is rather a difficult thing to
answer. (Plan referred to by witness.) This little diagram shows that assuming
that the stem of the Storstad entered the side of the Empress abreast of the partition
upon which No. 328 was, at an angle slightly towards the bow, and penetrated the
distance which I have said, 18 feet, it would simultaneously touch the bulkhead
between the two boiler rooms and that single ended boiler.

6863. Q. And it would not only touch the boiler, but it would knock about 8
or 10 feet off the end of it, wouldn't it? — A. No, I do not think it would knock any-
thing off the boiler ; it would probably damage the Storstad.

6864. Q. Assuming that the Storstad' s bow is strong enough to withstand it,
how far would it go into the boiler, according to the measurements which you make?
— A. About 2 feet; that is, supposing that the boiler was strong enough to penetrate
the Storstad it would go in about 2 feet.

6865. Q. As I have listened to the testimony I have understood that men in the
boiler-room saw water coming out of the bunkers and that the inside wall of the
bunker was not at all ruptured. Is that your understanding of the facts? — A. My
understanding is that water only came through the bunker doors.

6866. Q. And that the inner side of the bunker was absolutely untouched by the
stem? — A. Yes.

6867. Q. How far in from the side of the ship is the inner partition of the
bunker? — A. Fourteen feet.

6868. Q. We are absolutely safe, therefore, in assuming that the Storstad did not
penetrate 18 feet; on the contrary, that she did not penetrate 14 feet? — A. I do not
think so.

HILLHOUSE.

422 MARINE AND FISHERIES

5 GEORGE V., A. 1915
By Lord Mersey:

6869. Q. Does that follow? — A. It all hangs on the assumption that the stem
entered immediately under 328.

Lord Mersey. — It does not seem to me to follow.

Mr. Haight. — According to my understanding, my Lord, we have a bunker space
at 328

Lord Mersey. — All that we know is this : that this number got somehow or other,
nobody knows how, on to the deck of the Storstad. That is all we know ; we assume
that it is a plate off the cabin No. 328.

Mr. Haight. — I understood that to be conceded at the time.

By Mr. Haight:

6870. Q. How far forward and how far aft of room 328 does your bunker space
run? — -A. The bunkers extend about 58 feet aft and about 120 feet forward.

6871. Q. Then if the inner side of the bunker which is 15 feet wide was never
broken, the Storstad' s stem could not have penetrated, inboard. — A. The inner side of
the bunker bulkhead is not 14 feet from the ship's side throughout the whole of that
space.

6872. Q. Please tell me how far aft and how far forward of 328 the inner side of
the bulkhead is 15 feet distant from the skin of the ship ? — A. Aft of 328 it goes back
— there is first of all 2 feet 3 with no bunker bulkhead at all, and then 16 feet where
the bunker is 14 feet from the ship's side.

6873. Q. I wa's wrong in stating 15; it is 14? — A. Fourteen.

'6874. Q. Captain Kendall has stated that in his opinion on the night of the
collision — given his draught and all conditions as they were — his vessel could be
stopped running full speed ahead in two lengths by putting his engines from full speed
ahead to full speed astern. Could you as the designer of the boat, and with your
technical knowledge of her engines, give us any opinion as to how fast in your judg-
ment such a vesisel can be brought to an absolute dead standstill from full speed ahead ?
— A. No stopping experiments were ever made with the Empress of Ireland; I cannot
say in what distance she would stop.

Lord Mersey. — Will you tell me what full speed ahead means? Does it mean
that the engines are making as many revolutions a minute as they can?

Mr. Haight. — Full speed ahead is exceedingly misleading, I admit. It means that
the telegraph on the bridge and in the engine-room is standing at full speed ahead;
an order to that effect has been given.

Lord Mersey. — But it does not mean that the engines are working at as high a
speed as it m possible?

Mr. Haight. — It does not necessarily mean that at all, my Lord.

Lord Mersey. — Because my recollection is that the evidence shows that these
engines were never worked at that speed.

Mr. Haight. — They had never got the throttle wide open so as to give the vessel
full steam.

Lord Mersey. — Therefore full speed ahead is a little misleading.

Mr. Haight. — It is, sir.

By Mr. Haight :

6875. Q. Assuming, Mr. Hillhouse, that the Empress of Ireland, with her telegraph
standing full Ispeed ahead, is actually making revolutions enough to give her 15 knots
through the water, could you give us any idea how far she would run if her engines

HILLHOUSE.

EMPRESS OF IRELAND— STORSTAD COLLISION 423

SESSIONAL PAPER No. 21b

were put full speed astern with the same number of revolutions that she had been mak-
ing full speed ahead? — A. No, I cannot give any idea.

Lord Mersey. — Is it a thing that is ever done immediately to reverse the engines?

Mr. Haight. — I wafe going to ask that subsequently. I think my Lord, that in my
experience it has never been done; Captain Kendall, I understand, has done it by
experiment.

Lord Mersey. — Yes, it seems to me an extraordinary thing, because I have always
understood that to use your engines in that way was dangerous.

Mr. Haight. — Every flying part is Subjected to a tortion which not infrequently
will break your shafting, blow out all your packing, and strain pretty much all your
running parts. Of course, I do not mean to testify; I am merely

Lord Mersey. — Put it so that we can understand it. (To witness) : If you are
going to reverse your engines, do you go full speed ahead, or how do do it, under
ordinary circumstanced? — A. You have to catch hold of the wheel in the engine room
and rotate it several times; I am not an engineer, and I cannot tell exactly.

6876. Q. You do not suddenly put the engines full speed astern? — A. No, my
Lord.

6877. Q. You do it by degrees; what are the degrees? — A. I am really not enough
of an engineer to tell you, my Lord.

By Mr. Haight:

6878. Q. It is technically possible, is it not, Mr. Hillhouse, to throw your links
absolutely over so that your engine is put from her forward movement to her back-
ward movement by the single motion almost instantaneously? — A. I think not; I
think these links have got to be put over by a small steam engine, which takes some
time to put them over; but Mr. Sampson would tell you all about that better than I can.

6879. Q. You are unable, even with your knowledge of the power of the engines
and the size and pitch of the propellers, to form any estimate as to how many lengths
the Empress would run if she were going 15 knots through the water and her engines
were instantly put full speed astern? — A. I cannot give you any idea.

6880. Q. Have you personally known of cases where in emergency the engines
have been put full speed astern instantly to avoid collision or stranding? — A. No.

6881. Q. Were you familiar with the damage sustained by the Lusitania some
time ago, a year or more ago? — A. No.

6882. Q. Did you never hear of it ?— A. No.

6883. Q. Did you never hear that she had stripped her turbines when putting her
engines suddenly full speed astern? — A. I heard about her stripping her turbines, but
I did not hear any reason given for it or what the cause of the accident was.

6884. Q. You did know that the Lusitania was laid up for months for repairs?
—A. Yes.

6885. Q. You never heard anything directly or indirectly as to how she happened
to put her engines full speed astern? — A. I did not even know that the damage was
caused by such a manoeuvre; I knew only that her turbines had been stripped.

6886. Q. Will you please refer to your plan and tell me how many feet it is from
the centre of the bridge to room 328, I mean along the side of the ship, fore and aft ? — ■
A. About 105 feet or thereabouts.

6887. Q. Will you measure it on your largest plan, if you can ? — A. I am referring
to two or three plans, sir.

I. Q. My understanding is about 120 feet. (Witness refers to plan.)

By Lord Mersey:
Q. This is another plan? — A. This is one of the plans which I propose to
submit, my Lord, with 20 or 30 others. (To Mr. Haight) : 130 feet.

HILLHOUSE.

424 MARINE AND FISHERIES

5 GEORGE V., A. 1915

By Mr. Haight:
G890. Q. Captain Kendall has testified, Mr. Hillhouse, that in his judgment when
the Storstad struck the side of the Empress she actually rebounded like a ball strik-
ing the water. Would you say from your knowledge of ship construction and of mov-
ing forces that such a rebound would be possible? — A. No, I do not think so.

6891. Q. In other words, the forward movement of the Storstad is absolutely
taken up in the crushing in of her own bow and the crushing in of the side of the
Empress?. — A. Yes.

6892. Q. If the Empress is absolutely dead in the water, after the Storstad has
exhausted her forward movement, the two vessels would lie still in the position?

Lord Mersey. — Is that absolutely certain?
Mr. Haight. — Assuming that the Empress —

Lord Mersey. — Is there no resiliency, no possibility of a rebound, when these two
boats come together?

By Mr. Haight:

6893. Q. As I understand it, with the empty spaces in the side of the Empress,
you exhaust your forward movement by penetration, and as long as you have got any
momentum at all, it tends to crowd you into the hull; when you have exhausted that
the moving mass becomes inert. Am I correct, Mr. Hillhouse? — A. Yes, there might
be some slight motion left, but theoretically I think you are right.

By Lord Mersey:

6894. Q. That is substantially correct? — A. Substantially correct, yes.
By Mr. Haight:

6895. Q. Assuming that to be the case, Mr. Hillhouse, the fact being admitted
that after the Storstad entered the side of the Empress the Storstad was seen disap-
pearing in the fog astern, or was apparently swung to starboard herself, to what do
you attribute such movement of the two vessels? — A. Well, that might have been
caused by the Storstad going astern with her rudder over; it might have been caused
by a head motion on the Empress.

6896. Q. I will ask you to assume that when the Storstad struck the Empress, the
instant that she struck the Storstad's engines were put ahead and that under those
circumstances the vessels separated almost in a parallel position; could anything but
the movement of the Empress explain such' a position ? — A. I think not, if the Stor-
stad's engines were kept going ahead.

6897. Q. The same thing would be true if the Storstad's engines were stopped? —
A. Yes.

6898. Q. Only one more point. Will you be good enough to describe a little- more
accurately than was done by a preceding witness, the telemotor system of steering.

Lord Mersey. — Has this something to do with Galway's point?

Mr. Haight. — He is going to approach that testimony, yes, my Lord, but more
particularly the testimony of the engineer who had the sole charge of the steering
apparatus for eight months prior to the accident.

The Witness. — The word ' telemotor ', first of all, means a mover at a distance, the
same as telegraph means writing at a distance and telephone sound at a distance. The
instrument is a means of communicating the motion of the hand wheel upon the
bridge to the steam steering engine at the after end of the ship; it replaces the ordin-
ary system of shafts and bevel wheels, chains and wheels. The motion of the hand
wheel works a plunger inside of a cylinder and forces a mixture of glycerine and water
into one or other of two pipes, which pipes travel the whole length of the ship, and at
the other end are connected to another cylinder. According as the pressure comes on
one end or the other of that after cyinder, so the steam valve of the steering engine is

HILLHOUSE.

EMPRESS OF IRELAND— STORSTAD COLLISION 425

SESSIONAL PAPER No. 21b

-moved one way or the other, and the steering engine moves to port or starboard- After
it is moved a certain distance, it automatically cuts oft' its own steam, so that if the
steersman puts the wheel over to a certain point and holds it there, the engine will fol-
low and stop after having travelled a distance proportionate to the amount the wheel
has been turned. When he releases the wheel, springs at the after end pushes back the
telemotor cylinder, and rotates the hand wheel back to the original position. On the
bridge and connected with these two pipes there is a small reservoir or tank, the only
duty of which is to make up any leakage which may accidentally take place in the
telemotor pipes, and on that tank is a little brass gauge, so that people on the bridge
can at any time see whether the telemotor system is properly full of glycerine Or not.

By Mr. Haight:

6899. Q. The system, as I understand, is practically a closed system, a closed
circuit? — A. Yes.

6900. Q. There is no room for evaporation ? — A. No.

6901. Q. The pipe is theoretically absolutely tight, and so are the valves? — A. Yes.

6902. Q. If, then, it is found by looking at the gauge that a considerable amount
of the glycerine and water has disappeared from the system, that fact inevitably means
a lack somewhere, does it not? — A. Yes.

6903. Q. What is the ordinary size of the pipe through which this glycerine
runs ? — A. Five-eighths of an inch in diameter.

6904. Q. It is copper, is it not ? — A. Yes.

6905. Q. What is the thickneste of the copper, do you know? — A. No.

6906. Q. If you found that periodically after some days in port any quantity of
your glycerine had disappeared, it would be vital, would it not, to trace out your sys-
tem and find where the leak was? — A. Yes, it would be.

6907. Q. What is the effect of any break in the fluid in your pipes upon the
facility with which your wheel and your steering engine can be operated? — A. What
do you mean by a break in the fluid?

6908. Q. Assuming that there has been a leak sufficient to leave an appreciable
section of pipe empty, how will that affect your steering apparatus?

Lord Mersey. — You are assuming something in that question which does not
appear very clear to me. If there is a leak, does it leave what you call a space of the
pipe quite empty?

Mr. Haight. — No, it would not necessarily leave a bubble, although I am inclined
to think that it works somewhat that way, but it must leave some empty space in the
system.

Lord Mersey. — Of course it must, but what I thought you were assuming in your
question was that a certain length of pipe would be empty; and I do not think that
would be the effect.

Mr. Haight. — I am not sure; I rather think it would leave an air bubble. (To
Witness) : Mr. Hillhouse, when a leak does occur, and at a certain point in the pipe
glycerine drops out, does it leave an air bubble such as you sometimes see in a ther-
mometer, or does it simply make the whole system slack to that extent? — A. I do not
absolutely know, but my impression is that if glycerine leaked out of such a pipe,
it would leak out because there was pressure inside that would show that other
glycerine was crowded towards the place, and the pipe would remain full and be
supplied from the supply tank in the chart house.

6909. Q. But let us suppose that there is a sufficient leak actually to leave some
space empty in the system; what I want to know primarily is: what effect does it
have upon the efficiency of your steering system ? — A. If there was a considerable leak
and it left some part of the pipe empty, I do not think it would work at all.

HILLHOUSE.

426 .1/ .l/.'/.V/-: AND FllSRMRlES

5 GEORGE V., A. 1915
By Lord Mersey: /

C910. Q. Would it leave part of the pipe empty or would it simply diminish the
whole stream that runs through the pipe? I understood that this pipe is one con-
tinuous pipe? — A. Yes, my Lord.

6911. Q. Well, now, if it were a pipe of water — I do not know whether glycerine
makes any difference — and there were a leak somewhere, that leak, according to my
notion, would not cause a part of the pipe to be empty, but it would cause the whole
stream from one end of the pipe to the other to be less in quantity ? — A. No, my Lord.
I do not think that would be the effect. You must remember that this pipe comes from
the bridge and descends and goes along to the steering gear. My impression is that
if any leak occurred, the pressure of glycerine would fill up the empty space.

6912. Q. This pipe is not a horizontal pipe all the way? — A. No.

6913. Q. It bends? — A. Yes, and it is very small in diameter also.

6914. Q. If any water would get out, it would cause an empty space at the top
of the pipe? — A. At the top, yes.

By Mr. Haight:

6915. Q. If we assume, Mr. Hillhouse, that some has leaked out and has not been
replaced, and you therefore have had your pipe to some slight extent empty, please
tell me what effect that would have upon the efficiency of the system? — A. The steer-
ing gear would probably not work at all.

6916. Q. The efficiency of the system depends upon a continuous circuit of fluid?
—A. Yes.

By Lord Mersey:

6917. Q. Then you mean to say that if there is a leak the telemotor ceases to act
at once if the leak is not supplied by a fresh supply of glycerine? — A. Yes, my Lord.

By Chief Justice McLeod:

6918. Q. Does it cease to act altogether, or does it act, but not as well? — A. It
would cease to act if there was any considerable empty space in the communicating
pipe.

6919. Q. Supposing there was leakage of a small amount, not a very considerable
amount? — A. I do not think one or two air bubbles in the pipe would throw it out
of action.

6920. Q. What I want to get at is this: would it affect it so that it would not
act as well, or would it cause it to cease to work altogether? — A. No, a small leak, I
think, would allow it to work.

By Lord Mersey:

6921. Q. I do not think that is an answer to the question that is put to you. The
question is this : Supposing there has been a leak and that leak has not been obviated
by a fresh supply, will the telemotor still act, or will it stop altogether? If you do
not know, say that you do not. — A. I do not know; it depends so much on the size of
the leak and where it is.

6922. Q. May it have the effect not of throwing the apparatus out of work alto-
gether, but of causing it to work in an unsatisfactory manner? If you cannot answer
that, say so. — A. I cannot answer that, sir.

By Mr. Haight:

6923. Q. Suppose, Mr. Hillhouse, that it is found in actual work in the turning
of the wheel by one of the quartermasters of the ship, as testified to by Mr. Murphy
in this case, that when he receives the order to port and he puts his wheel over, she
does not go, and in order to get her to. go he puts his wheel back again to the centre
and then puts her round the second time and she does go; suppose that to be the fact,

HILLHOUSE.

EMPRESS OF IRELAND— STORSTAD COLLISION 427

SESSIONAL PAPER No. 21b

what does that indicate to you as to whether the system is or is not full of fluid? —
A. I cannot answer that.

6924. Q. I understood Murphy the quartermaster to say that sometimes when you
put your wheel over to starboard, she would not answer, and then all you have to do
is put your wheel back to the centre and then put it over a second time and she will go.
Can you tell me what that means ? — A. No, I never saw a wheel act in that way and I
do not know what it would mean.

6925. Q. It would mean something1 cut of kilter, wouldn't it? — A. It would seem
to me that in a case like that the gear wouldn't be working at all ; it would be entirely
out of order.

6926. Q. If, for instance, you turn your wheel to starboard you pump a certain
.amount of fluid Tip out of the top of your cylinder, and down towards the stern of the
ship? — A. Yes.

6927. Q. Now, if that quantity so pumped out is not sufficient to start your steer-
ing engine, when you bring your wheel back to amidships and turn it over once more,
you pump a further quantity out through the top, do you not ? — A. No, because there is
the same quantity of glycerine between the telemotor in one pipe and the aft telemotor.

6928. Q. There should be the same? — A. If you move this you only push it back-
wards or forwards ; it is always the same quantity.

6929. Q. There should be the same, but suppose a leak has occurred in the pipe
that leads down to port side, and there is therefore some empty space in that part,
-whereas the starboard pipe is absolutely full, would you not, under those circumstances,
by turning your wheel back to the centre and making a second turn towards the star-
board, supply a certain extra quantity of fluid which might take up the space that had
"been lost? — A. No, because in turning the wheel back you reverse and again turn the
wheel forward.

6930. Q. But if you got air at the top of the pipe, when you turned the wheel back
you might not drawr the fluid, but might simply take up the dead air, might you not? — -
A. Do you mean to say you take dead air when you turn it one way and not pump in
-dead air when you turn it the other?

6931. Q. Having the fluid at the top, turning starboard would pump the fluid out.
Now, if when it reaches the top of the pipe, which, according to my understanding, is
Tight at the top of the cylinder, it runs down hill, you might turn the wheel back a
second time and get a supply to force over, might you not? — A. I do not think so, Mr.
Haight ; I cannot follow that.

6932. Q. But in any event, if you put your wheel to starboard, and the vessel's
Lead refuses to swing to starboard, you have got something radically wrong? — A. Yes.

6933. Q. Something that requires instant attention, if your vessel is going to be
safe so far as her steering gear goes ? — A. Yes.

6934. Q. The valves in the telemotor cylinders are packed with leather, are they
not?— A. Yes. -

6935. Q. Have you ever known cases where valves have not been opened and pack-
ing put in for a considerable time, the leather deteriorates and the valve at one tele-
motor or the other would cease working effectively, sometimes cease working entirely?
— 7A. I have no experience of that, because we deal only with new ships.

Lord Mersey. — That, Mr. Haight, is an entirely new point, isn't it?

Mr. Haight. — I am acquiring information as I go along, my Lord.

Lord Mersey. — But I want you to acquire information that is going to be of use
to us. All these subjects are very interesting, no doubt, but are you going to suggest
that the valves were packed with old packing that had withered^

Mr. Haight. — The only information we have, my Lord, is that one man had exclu-
sive charge of overhauling the telemotor system of the Empress, and we have not a
syllable to suggest that he ever examined the pipes; on the contrary, we have had

HILLHOUSE.

428 MARINE AND FISHERIES

5 GEORGE V., A. 1915

admission that -he did not know where they were. We had not a syllable to suggest
that the valves were ever taken out of the cylinders and examined. Now, two things
will put the entire system out of effective operation; one is a lack of liquid and thf>
second is the lack of a perfectly tight valve.

Lord Mersey. — I can understand that, but what I am saying is that I never heard
it suggested until this moment that there was a possibility of the packing of the valves
having been defective.

Mr. Haight. — This is the first expert, my Lord, who has been put on the stand to
whom that question could have been addressed.

Lord Mersey. — You might have asked somebody else about it.

Mr. Haight. — The only other man who had anything to say on the subject was the
engineer, who admitted that he had never examined anything, so he would not know.

Lord Mersey. — Well, you should have put it to him; you had this point in your
mind?

Mr. Haight. — I am forced to confess that I have learned a good deal about the
telemotor since he was on the stand. I did not. myself have the slightest idea how
many cylinders, there were nor how they were packed ; I have subsequently used some
of my spare time along that line. However, I will withdraw the question if your
Lordship wishes.

Lord Mersey. — Oh, no, I did not mean that. I understand the question to be
whether it is possible that the packing, if not regularly attended to, will become slack
and ultimately useless?

Mr. Haight. — It is to that effect.

The Witness. — I should think that is probable — possible.

By Mr. Haight:

6936. Q. From your knowledge of the system, Mr. Hillhouse, what derangement
would allow the telemotor system to work so as to start your engine going, and start
the rudder moving one wTay or the other, and then interfere with your stopping the
turning of the rudder and bringing the position back to amidships? — A. I don't
think I can tell you that, Mr. Haight.

6936^. Q. I have understood that at times, when the wheel is put over and the steer-
ing engine is started pulling, if you like, the helm towards the port, it has been found
for one reason or another impossible to stop that engine, and that vessels have in
times past taken sudden sheers, the Lusitania, for instance.

Mr. Aspinall. — I do not think my friend should mention other occasions.

By Mr. Haight:

6937. Q. What derangement would prevent the steadying of the wheel so as to
stop the rudder from continuing in its motion one way or the other after the ergine
had once been started running, do you know ? — A. I do not know.

Lord Mersey. — That is, at all events, an answer.

Mr. Haight. — That is all, my Lord.

By Mr. Aspinall:

6938. Q. You have not told us what your qualifications are; are you a nava
architect? — A. I am a naval architect.

Lord Mersey. — I think the best qualifications that this gentleman has, so far as
we are concerned, is the way in which he has given his evidence.

HILLHOUSE.

EMPRESS OF IRELAND— STORSTAD COLLISION 429

SESSIONAL PAPER No. 21b

By Mr. Aspinall:

6939. Q. With regard to this telemotor system, is it a well known system? — A.
Very well known, and fitted in all first-class merchant vessels. It is acknowledged
to be the best system of steering large passenger vessels and is adopted by all the
best lines.

By Lord Mersey:

6940. Q. Is this system in common use on ocean-going steamers? — A. Yes, my
Lord.

6941. Q. Is it, for instance, in use on the Cunard boats'? — A. Yes.

6942. Q. Is it in use on the Allan line boats? — A. Yes.

6943. Q. Is it in use on the White Star boats?— A. Yes, I think so; I do not
know for sure.

6944. Q. At all events, it is not a new fangled thing that you have in your
boats? — A. By no means.

69415. Q. I am asked if it is on the Essex? — A. I understand that it is, my
Lord.

By Mr. Aspinall:

6946. Q. With regard to this suggested leakage, assuming there is any leakage,
is it taken up from the tank which supplies the material? — A. Yes, that is the object
of the tank.

6947. Q. You have a tank, as I understand it, in the wheel house, haven't you ?—
A. Yes.

6948. Q. And that automatically feeds the machine? — A. Yes.

6949. Q. So that in the event of there being any leakage, if the tank does its
work properly,- the leakage is at once taken up and gone? — A. Yes.

6950. Q. Is that a simple mechanism? — A. Yes.

6951. Q. Which in your experience is effective? — A. Yes.

6952. Q. Now, with regard to the alteration in the area of the rudder. In what
year was that done? — A. The ship was built in 1906, and I think it was about two
years later.

6953. Q. That takes us to 1908?— A. Yes.

6954. Q. As you have said, it was done presumably because the owners wanted it ?
—A. Yes.

6955. Q. And you did it?— A. Yes.

6956. Q. Now, having done what they wanted you to do in 1908, have they asked
you to do anything since? — A. No.

6956^. Q. Now, taking your evidence in the way in which Mr .Haight has dealt
with it, as I understand you, you tell us this : that your view is that owing to this
rapid inflow of water, there was a big initial list on the starboard side? — A. Yes.

6957. Q. Can you tell me, in view of what you assume to be the area of the wound
in the side of the ship, in what space of time the whole boiler compartment which
has now become one, would be filled? — A. It is very difficult indeed to estimate times,
on account of the fact that the orifice is not a small one, and that the head of water
is continually changing, but I should say that one and a half to two minutes should
fill the whole space.

Lord Mersey. — Put that question again.

Mr. Aspinall. — In view of what he conceives to be the extent of the wound in
the side of the ship, in what time would the water coming in fill up the area of the two
boiler rooms which are now converted into one, and the answer is in one to two
minutes.

HILLHOUSE.

430 MARINE AND FISHERIES

' 5 GEORGE V., A. 1915

By Lord Mersey:

0058. Q. Now, I am asked to ask you this question : Can you give any estimate as to
the area in square feet of the breach in the side below the load line? — A. I estimate
that to be about 350 square feet, assuming that the area of the hole is exactly the same as
the cross-section of the Storstad's bows.

6959. Q. That is the way you arrive at the area? — A. Yes, purely by measuring
the Storstad.

6960. Q. Then, can you tell us what would be the initial inflow of water in ton-
nage per minute, assuming the inflow to be ^unobstructed ? — A. I make it that the
quantity coming in through such an area at the beginning would be 265 tons per
second.

6961. Q. I do not see how this ship could remain afloat. Two hundred and sixty
tons per second? — A. Two hundred and sixty-five.

By Mr. Aspinall:

6962. Q. Wouldn't that give the ship a very great initial list? — A. Yes, it would
give her an initial list of some kind, depending upon how fast that water got across
to the other side of the compartment.

6963. Q. If it remained at all heaped up on the starboard side, the list would be
great, would it not? — A. Yes.

6964. Q. And would every second increase ? — A. Not necessarily, because in every
second more would be getting across to the other side.

6965. Q. Which would be greater, the incoming of the water or the facility with
which it found its way over to the port side?

By Lord Mersey:

6966. Q. The water coming in through the aperture in the side of the ship is com-
ing in without any obstruction of any kind, isn't that so? — A. Except perhaps the
coal in the lower part.

6967. Q. When you talk about the area of the opening, I am assuming that you
mean the area of the opening into the water? — A. Yes, I was asked for the area of
the opening unobstructed, if there was no obstruction.

6968. Q. That is what I mean, the area is an unobstructed area in the skin of the
ship? — A. Yes^

6969. Q. That is your assertion? — A. Yes.

6970. Q. Then when you get the water in the side of the ship and finding its way
to the port side, is it unobstructed ? — A. No.

6971. Q. It is obstructed by the boilers? — A. By coal and by the bunker bulk-
heads.

6972. Q. And therefore the tendency — I ask you — the tendency will always be
rather to increase the list? I do not know; perhaps I am wrong.

By Mr. Aspinall:

6973. Q. Mr. Hillhouse, what you claim, and I daresay, rightly claim, is this:
That assuming that the boiler room space which has been two spaces is now one, if
you were to pour water in through a pipe say into the middle of that compartment
and it readily found its way all over the floor of that compartment, that ship would
remain a safe ship? — A. Yes.

6974. Q. That is what you had in your mind when you told us that this ship
would safely float with two adjacent compartments flooded? — A. Yes.

Lord Mersey. — I did not hear that.

Mr. Aspinall. — What he told me was this, that when he claims that this ship will
float upon two adjacent compartments flooded, what he means is that he is assuming

HILLHOUSE.

EMPRESS OF IRELAND— STORST AD COLLISION 431

SESSIONAL PAPER No. 21b

Ithat the water, as I suggested to him, goes in through a pipe in the middle and readily
finds it way over the floor.

Lord Mersey. — He told us that long ago, Mr. Aspinall.

By Mr. Aspinall:

6975. Q. Well, the conditions in this case were different, were they not? — A. Yes*

6976. Q. As you have told us, you have this original inflow of water on the star-
board side? — A. Yes.

6977. Q. And in addition you have this factor that the Storstad herself has run
in, and to the extent which she has run in, is no longer a water-borne ship ? — A. Yes.

6978. Q. And to the extent to which that is a factor, it is a factor increasing the
list? — A. Yes, a certain part of the Storstad which was formerly supported by the
water is now away from the water and rests upon something else, which is the Empress,

6979. Q. It had been water-borne before? — A. Yes.

6980. Q. Now, Mr. Haight has suggested that the entry of the Storstad disturbed
the boilers and their cradles ? — A. Yes, but I don't think there is any evidence to show
that that actually did occur.

6981. Q. If in fact it did occur, if a boiler or its cradle were disturbed, that would
probably throw the boiler to the starboard side, wouldn't it? — A. If the cradle were
disturbed, yes, sir. As soon as the Storstad withdrew the boiler would go over to the
starboard side.

6982. Q. Well, that might be a factor which we might have to consider? — A. Yesr
it might be, but I think the evidence shows that the boilers were not. actually disturbed.

6983. Q. If you got sufficient initial list, I suppose it might be that it will bring
the side of the ship so much over that it might bring these upper port-holes below the
water level ? — A. Yes.

6984. Q. And if they are open that will admit water into other compartments than
the damaged compartments ? — A. Yes.

6985. Q. And then again that may be a factor in this case? — A. Yes.

By Lord Mersey:

6986. Q. I wonder if you can tell me what the area of an open port-hole is? —
A. Yes, my Lord. The port-holes upon the main and lower decks are ten inches in
diameter, that is an area of about eighty square inches.

6987. Q. And how many square inches are there in a square foot? — A. 144.

6988. Q. Very well, then, it is a little more than half a square foot ? — A. Yes, my
Lord, fifty-five per cent of a square foot.

6989. Q. And what volume of water would come through that in a second? —
A. That depends on how far that is under the water surface.

6990. Q. How far the port is under ?— A. Yes.

6991. Q. And you cannot tell me how much water will pass through that space in
a second? — A. No, my Lord, not unless you can tell me how far you will assume the
port to be under the surface of the water.

Lord Mersey. — And I am sure I cannot tell you that.

By Mr. Aspinall:

6992. Q. Now, leaving that matter, and turning to another, you have told us that
in view of what you conceive to have been the breach, that this- flooded compartment
would be filled in from one to two minutes ? — A. Yes.

6993. Q. So that unless the water-tight doors which are in this compartment have
been closed before the impact, those who have to operate them have to do their work in
from one to two minutes ? — A. Yes.

6994. Q. That is the time they would have ?— A. Yes.

6995. Q. I dare say you heard some of the evidence that the water was within a
very short space of time discovered upon the upper deck, didn't you ? — A. Yes.

HILLHOUSE.

432 MARINE AND FISHERIES

5 GEORGE V., A. 1915

6996. Q. That would point again to the fact that the inrush of water must have
been extremely rapid ? — A. Yes.

6997. Q. Well, now, I want you to tell me, with regard to the water-tight doors
that are to be considered in connection with these compartments — you understand, of
course, the boiler space is now to be considered as all one space ? — A. Yes.

6998. Q. And' I want you to tell me how many water-tight doors there are in the
three bulkheads which had composed the boiler room spaces? — A. Yes.

6999. Q. First of all, how many are there? Are they twelve in number? — A. Yes,
fewelve in number.

Lord Mersey. — I have not been quite following that, Mr. Aspinall.

Mr. Aspinall. — My Lord, he has stated that in the space which is flooded there are
12 water-tight doors.

7000. Q. Are there two of them in the hold, both of them vertical? — A. Yes.

7001. Q. You know you have told me about this before, and I think I can sum it
up pretty quickly. Was one of those in the bulkhead which was destroyed? — A. Yes.

7002. Q. So we can leave that out of the question? — A. Yes.

7003. Q. That is ineffective, that is gone for the purposes of the inquiry? — A. Yes.

7004. Q. Is the other vertical one in the lower hold in the middle of the bulkhead
which is immediately forward of that? — A. It is in the middle of the bulkhead,
immediately after that.

7005. Q. Aft?— A. Yes.

7006. Q. And that vertical door was the door which we were told was shut? — A.
Yes.

7007. Q. Very well; that is two of the twelve? — A. Yes.

7008. Q. That is in the hold?— A. Yes.

7009. Q. Now what water-tight doors are there on the lower deck? — A. There is
one at the fore end, forward of the boiler room on the lower deck.

7010. Q. Yes? — A. But in the bulkhead which was damaged and dead, in the
bulkhead on the boiler room.

7011. Q. Well now, that is five we have disposed of? — A. Yes.

7012. Q. On that level?— A. Yes.

7013. Q. How many of those are on ;the port side? — A. Two.

7014. Q. How many on the starboard side? — A. Three.

7015. Q. No, surely not three on the starboard side?— A. Yes, the one at the fore
end is two feet on the starboard side, almost in the centre.

7016. Q. And one of those three is in the damaged bulkhead?— A. Yes.

7017. Q. So we can leave that out of consideration? — A. Yes.

7018. Q. We need not trouble about the water-tight doors on the port side? — A.
No.

7019. Q. So that leaves us two to consider on the starboard side?— A. Yes.

7020. Q. Now then, with regard to the main deck, how many water-tight doors
are there? — A. Five doors.

7021. Q. How many of those doors are in the bulkhead which was destroyed?—
A. Two.

7022. Q. And that leaves three?— A. Yes.

7023. Q. How many of the remaining three are on the port side ?— A. One on the
port side, and two to starboard.

7024. Q. So that, as a result of that, there are four doors that we have to con-
sider, four only, and those on the starboard side? — A. Yes.

7025. Q. That is right?— A. Yes.

7026. Q. Now with regard to one that the man Hayes told us about, he went and
tried to operate it. you remember his evidence? — A. No, I didn't hear his evidence.

HILLHOUSE.

EMPRESS OF IRELAND— STORSTAD COLLISION 433

SESSIONAL PAPER No. 21b

7027. Q. Well, he said he was stopped through water getting in there — that
he couldn't get there on account of the water? — A. Yes.

7028. Q. That would be three that we have to consider? — A. Yes.

7029. Q. Did you hear the evidence of Harrison this morning? — A. Yes.

7030. Q. He told us he couldn't get to one?— A. Yes.

7031. Q. Well that leaves two that we have to consider? — A. Yes.

Chief Justice McLeod. — These could ,not be closed, I understand, Mr. Aspinall.
I mean the ones you have been speaking of?

Mr. Aspinall. — No, my Lord, they could not be closed. What I am trying to get
at is what we have to consider, and what is the evidence with regard to these four.
Hayes tried to get to one, and Harrison tried to get to another, that would leave two
that may or may not have been operated. That is correct, Mr. Hillhouse? — A. Yes.

7032. Q. I don't know whether you heard the evidence of Mr. Eankin? — A. Yes.

7033. Q. He was an engineer and he says he heard something in his vicinity being
operated? — A. Yes.

7034. Q. Might that be one of these remaining two? — A. It is difficult to say; it
may have been. I think the remaining two doors were in all probability closed, be-
cause they were one of them between the coal bunkers and the passenger space, and
while the coal was being put in that must have been shut to keep the coal dust from
passing through, and the other is between two bunkers, and in all probability was shut.

7035. Q. So the result of your evidence is this, that whilst it is material to
consider these four watertight doors on the starboard side, you think it is highly
probable that two were closed, and you have either heard the evidence or have heard
me tell you that Hayes and Harrison said they tried to close the other two, but
couldn't?— A. Yes.

7036. Q. And I gather from what you have told Mr. Newcombe that in view
of the fact that this box. as I call it, failed to contain the water, that that may be
the cause of the disaster? — A. It may be.

7037. Q. It may be the cause? — A. Yes, that the water flooded through the doors
or side-lights, into more than two compartments.

7038. Q. And the only two watertight doors we can trace it to are those two
which were said to be operated upon by Hayes and Harrison? — A. Yes, and in addi-
tion a certain quantity of water probably got through to the engine room before that
door was shut.

7039. Q. Before the man succeeded in shutting it? — A. Yes.

7040. Q. Now that exhausts the water-tight doors which had anything to do with
the effect of this accident? — A. Yes.

7041. Q. That is right?— A. Yes.

7042. Q. Well, now, with regard to these watertight doors in the stoke-hold in
the bottom of the ship, is there any recommendation with regard to the necessity
of their being closed, if there are less than five, excluding the tunnel? — A. No, the
new convention for the safety of life at sea, speaking about watertight doors, states
that unless there are more than five doors altogether, counting the two into the
tunnels, then the doors need not be operated by power.

7043. Q. And in this case there were two tunnel doors? — A. Yes.

7044. Q. Excluding these, how many are left? — A. Three in place of five.

7045. Q. So that if that recommendation is to be given effect to, there would be
no need for having these doors closed according to the recommendation of that
body? — A. There would be no need for having them fitted with means of closing
them from the bridge.

7046. Q. Oh, that is the recommendation, is it? — A. Yes.

HILLHOUSE.

216—28

434 MARINE AND FISHERIES

5 GEORGE V., A. 191b

By Chief Justice McLeod:

7047. Q. There is now a means of closing such doors from the bridge, I under-
stand?— A. Yes.

7048. Q. It is possible to have an arrangement by which they can all be closed
at once? — A. Yes.

7049. Q. But according to the regulations you say that does not apply to vessels
unless there are more than five doors ? — A. No.

By Mr. Aspinall:

7050. Q. When you built this ship and handed her over in 1906 to the Canadian
Pacific Kailway Company, did you then think, of your best knowledge, that she was a
good, efficient, and seaworthy vessel? — A. Yes, at the time she was built she was, if
anything, of a higher requirement than the majority of ships. Very few ships at that
time had been built in accordance with the recommendation of the 1891 Bulkhead
Committee.

7051. Q. Has this present disaster somewhat puzzled you? — A. Yes, I was at first
puzzled to account for the heeling of the ship.

7052. Q. The what?— A. The listing or heeling of the ship.

7053. Q. You have told us all you know about that? — A. Yes.

7054. Q. Now, with regard to another matter which Mr. Haight asked you about — ■
he asked you if it would be easy for the Storstad to penetrate in a good distance into
this boiler-room space — I want you to tell me in detail through what would the stem
of the Storstad have to travel to get where it did get ? — A. Well, it would have to travel
through

7055. Q. The coal?— A. Yes, the coal.

7056. Q. And next?— A. The bilge-keel.

7057. Q. The stringer, is that? — No, the bilge-keel is a projection on the outside
of the ship. Then it would have to travel through the stringers in the hold space,
through the lower deck, the main deck, the upper deck, and possibly the shelter deck.

7058. Q. It would have to go through all these obstructions before it was brought
up?— A. Yes.

7059. Q. I think you saw the Storstad, did you not, Mr. Hillhouse? — A. Yete.

7060. Q. And I think you have told us that the model fairly represents the present
damaged condition of her bow? — A. Yes, it does not pretend to be an accurate repre-
sentation, with all the details shown, but roughly speaking it agrees with my memory.

7061. Q. Have you formed an opinion as to whether the present state of her bows
was formed before she penetrated through the plating of the Empress or not? — A. My
impression is, the deflection of the stem to port was caused by the first impact.

7062. Q. Before it penetrated the plating? — A. Yes, before penetration.

7063. . Q. What would you think would determine the fact that it went to port ? —
A. The fact that the stern of the Storstad was somewhat nearer the Empress's bow
than it was to the stern, or in other words that the angle of attack was of this kind:
(Indicating.)

7064. Q. Leading aft? — A. Yes, and that the collision took place in that way, and
drove the stem to the port side.

By Chief Justice McLeod:

7065. Q. And your idea is that that was caused by the impact ? — A. Yes.

By Mr. Aspinall:

7066. Q. In other words, that before it got in damage had been done to the attach-
ment of the bow, and that a little difference in the angle would determine which way
the bow would go? — A. Yes, at the moment of impact something had to crush, and it

HILLHOUSE.

EMPRESS OF IRELAND— STORSTAD COLLISION 435

SESSIONAL PAPER No. 21b

was the slight angle which determined whether the bow should turn to port or to
starboard.

7067. Q. Now, I want to ask you about the angle between the two ships. Captain
Kendall gives it as his opinion that it was a seven-point blow. You have had the
advantage of seeing the damaged ship since — on which side does the damage extend
farther aft? — A. It extends farther aft on the starboard side.

7068. Q. How much farther aft to the best of your judgment? — A. About eight
feet.

7069. Q. You say the damage on the Storstad's bow extends farther aft on the
starboard side by about eight feet than it does on the port side? — A. Yes.

7070. Q. In view of that, at what angle do you think the two ships came together ?
— A. At an angle of about eighty degrees, that is not quite a right angle, but a little
less. About ten degrees less than a right angle.

By Chief Justice McLeod:

7071. Q. That ite an angle of about eighty degrees towards the bow of the Empress ?
—A. Yes.

Mr. Aspinall. — That is all.

Mr. Haight. — One question, my Lord.

7072. Q. Is it not true, Mr. Hillhouse, that after the water entered through the
wound in the side of the Empress it got into the bunker space, and would be contained
there, and that the bunker doors would really be the only entrance for the water into
the ship? — A. Yes, the access of the water from the starboard bunkers would be
through those doors to the stokehold, and then in addition it could travel freely across
the lower deck, and from the lower deck could fall down to the stokeholds, and the
opposite bunkers through a number of coal hatches.

7073. Q. Now you have said that you estimate the area of the hole in the side
of the ship at about 350 square feet? — A. Yes.

7074. Q. Is it not true that the area through which the water really entered into
the body of the ship would be the area of the doors leading from the bunker space?
— A. Those in addition to the hatches on the lower deck. You understand the lower
deck is open from side to side; there is no obstruction there except what coal was lying
in the upper bunker.

7075. Q. You mean there are hatches from the upper bunker to the lower one?
—A. Yes.

7076. Q. Is the upper bunker below the water line? — A. Yes, the floor is.

7077. Q. Then if you had a hole in the side of the ship which let in the volume
of water, whatever volume you like, into the bunker, the actual area through which
the water would go into the body of the ship, would be the area of the bunker doors
opening, and the bunker hatches going down through the floor of the upper bunker?
—A. Yes.

7078. Q. Now what would be the area of those doors? — A. Seven doors, each 12
square feet, that makes 84 square feet, and the total area of the hatches is 120 square
feet, making a total of 204 square feet.

Mr. Haight. — Now, my Lord, by the aid of my own expert, I have reached quite
a different conclusion as to the angle of contact. Does your Lordship desire that I
should cross-examine this witness at length on his result?

Lord Mersey. — Certainly I do not desire that; but I do desire that you should
put that to him. Put your points to him, because if you are going to set up some new
theory when your experts go in the witness box, you ought to give this gentleman an
opportunity of understanding them and answering them; but you need not do it at
length.

HILLHOUSE.

21b— 28-J

435 MARINE AND FISHERIES

5 GEORGE V., A. 1915

Mr. Haight. — Well, my Lord, it is a rather complicated computation to figure out
the angle, but I will do my best to make it as clear and as short as possible.

7079. Q. Mr. Hillhouse, Mr. Reid, who has been advising me on the question of
the physical condition shown on the Storstad, by taking the traces of your decks as
they are shown on our rstarboard side, first crushing in the upper deck, where she took
the bilges out, subsequently crushing such and such a deck, until we get down towards
the water line — one mark from one of your decks runs lengthwise from the line of the
side of the ship? — A. Yes.

7080. Q. From that, assuming the draught of the two vessels as now known, Mr.
Reid has figured that the angle is in the neighbourhood of forty degrees. Now do you
feel that your study of the Storstad has been sufficiently accurate to justify you in
differing so radically with him, or is your estimate largely approximate? — A. My
estimate was largely taken — partly approximated by looking at the Storstad, and
partly "from this model. I measured the point on each side to which the damage
extended, and joining these up, I got an angle of approximately eighty degrees.

7081. Q. Do you then agree, with reference to the angle of the damage upon the
bow of the Storstad , that it is by taking this and nothing else that you have reached
your conclusion as to the angle of contact? — A. Yes.

7082. Q. And if, as a matter of fact, the damage on the upper deck, which I
understand is where you measured the amount of damage done — is that right?
—A. Yes.

7083. Q. Well if, as a matter of fact, the damage on the upper deck was due first
to penetration, and subsequently to leverage and a swinging motion, that would not
be a very accurate factor to work from, would it? — A. No, it is only accurate if that
damage indicates the extent on the two sides to which penetration has taken place.

7084. Q. Well, do you mean at first or at some other time? — A. No, it must be at
first.

7085. Q. If the vessel comes in on an angle of forty degrees, and then is swung
by virtue of a forward movement of the Empress, after the upper deck of the Storstad
is /under one of your decks, she is wiped right off — everything on the upper
deck is wiped off as the vessels swing ? — A. Probably.

7086. Q. Now did you note in your examination of the port bow of the Storstad
distinct imprints from parts of your vessel? — A. As far as I remember there were
cuts and scratches as if the decks had made marks.

7087. Q. Did you note any definite imprints which indicated precisely what it was
on your vessel that had hit the port side of the Storstad ? — A. No, the only thing I
noticed was the deck levels.

Mr. Haight. — Mr. Jleid, my Lord, will point out to the court to-morrow, not only
the traces of the various deck levels, but various other data, which show from a care-
ful study of these diagrams just what it was that touched us. For instance, there
is a round print to-day in our plating of a bull's-eye, a port hole. There is below it,
and a little aft, a straight punch, a straight indentation which is unquestionably trace-
able to a valve, which is- shown on the diagram; and from data of that character, which
I shall not undertake to give at the moment, Mr. Eeid reaches quite a different con-
clusion. But if your Lordship feels that I need not go farther at the moment, I would
rather call Mr. Reid than re-examine Mr. Hillhouse farther on the subject.

Lord Mersey. — All I want to say is this, that if you are going to ask Mr. Eeid
any questions which it would be fair and right to put to this gentleman before he
leaves the box, you ought fto put them now.

Mr. Haight. — Well, my Lord, personally I certainly do not wish to show any
unfairness to Mr. Hillhouse, but I can hardly see that there is any particular object
in asking him about data which have not come under his observation.

HILLHOUSE.

EMPRESS OF IRELAND— STORSTAD COLLISION 437

SESSIONAL PAPER No. 21b

Lord Mersey. — In any event we shall have Mr. Hillhouse here, and if Mr. Keid
gives us any evidence which seems to us to call for an explanation from Mr. Hillhouse,
and if he wishes to give that explanation, he will be available to put into the box
again. Now, have you finished with Mr. Hillhouse?

Mr. Haight. — Quite finished, my Lord.

By Lord Mersey:

7088. Q. Have you given the metacentric height before the damage? — A. Yes.

7089. Q. Have you calculated it after the damage? — A. Yes, my Lord, I have.

7090. Q. Well I am not sure, but I thought you had in your hand a plan intended
to indicate it? — A. No, my Lord, not a plan to indicate the metacentric height after
the damage.

7091. Q. Now can ycu tell us what that metacentric height after the damage
would be? — A. When the water has reached a height of half way between the main
and the upper decks, and has filled the compartments the metacentric height I esti-
mate to be 26 inches.

7092. Q. Well, assuming the metacentric height to be 26 inches, would you expect
the list to be as great as we were told it was ? — A. Because the inrush of water was so
great on that side, and the Storstad herself pressed the ship down, and some of the
water got over to the starboard side.

7093. Q. Got to the starboard side? — A. Yes, to the starboard side of the ship
through the doors of the engine-room, and also possibly passed quickly along through
the main deck here.

7094. Q. Now, I am asked to ask you whether you think you can trace the course
that the water could follow? — A. Yes, my Lord, I think I can.

7095. Q. Well, then do it? — A. First in order, the water would reach all the
bunkers upon the starboard side of the ship, both below and above the upper deck ; from
these bunkers the water would pass through the coal bunker door into the stokeholds;
from the stokeholds it would pass to the bunkers upon the port side of the ship, and at
the same time the water would be passing from the lower deck bunkers through the
coal hatches to the coal bunkers upon the port side of the ship.

By Chief Justice McLeod:

7096. Q. That would not increase the list? — A. No, the passing of the water across
the ship would tend to dimmish the list.

By Lord Mersey:

7097. Q. Are you able to give us any estimate of what the list would be, having
regard to the fact that the water is entering on the starboard side? — A. I could
estimate the list on various assumptions as to the difference in quantities of water on
one side or the other, but I am unable to estimate what these differences of water would
be, because it is so difficult to estimate the speed at which the water would cross to the
other side of the ship.

7098. Q. It has been suggested to me that with a metacentric height of 26 inches
there should have been no list, or very little list? — A. Even with a metacentric
height of 26 inches, if there was a considerable excess of water on one side of the ship,
a large list might be reached.

Chief Justice McLeod. — There certainly was a list, there is no doubt about that? — >
A. Even with a metacentric height of 26 inches, a considerable angle of the hull may be
caused by a want of balance in the weight. If there is more weight on one side than on
the other.

By Judge Bouthier:

7099. Q. If the water went to the port side it should diminish the list? — A. Yes,
my Lord.

HILLHOUSE.

438 MARINE AND FISHERIES

5 GEORGE V., A. 1915

Lord Mersey. — Mr. Aspinall, I am going to do something which is rather unusual,
but I think it will be the best way of dealing with certain of these technical questions
which puzzle me, and I am going to ask ,the assessors to put some of the questions
direct to the witness instead of merely suggesting them to me.

By Mr. Welch:

7100. Q. The arrangement of the bulkheads in this vessel are somewhat unsym-
metrical with regard to the middle line, are they not? — A. No, sir, very little.

7101. Q. Well, take the boiler room for example? — A. Well, in the case of the
single-ended boiler, there is a .slight difference.

7102. Q. So that, if water came in in the neighbourhood of one boiler room, the
initial effect would be an accumulation of water on one side of the ship — it would
naturally go to the port side as well as the starboard side, but the starboard side, the
volume of the bunker on the starboard side being greater than that on the port side,
the .first effect would be to list the ship to starboard, would it not? — A. Are you
assuming that the water is in the bunkers only and not in the stokehold?

7103. Q. I am assuming that the initial effect would be there, before it got into
the stokehold — of course it would get into the stokehold afterwards ? — A. The initial
effect certainly is to heel her to the starboard side if the water is only in the starboard
bunker, but not due to any want of symmetry in the bunkers.

7104. Q. Would you refer to the plan and just be sure of that? — A. The only
want of symmetry is in the way of the single-ended boilers, where there is a passage
around the boiler and at the back of it.

7105. Q. Take the blue print if you will, I can't see that plan? — A. Yes, here is
the blue print. This, is the want of symmetry to which you refer?

7106. Q. Yes?

Lord Mersey. — I hear another gentleman behind me here saying: no, it is not.

The Witness. — Oh, perhaps it is this recess here.

Mr. Welch.— Yes, that is a little out of line? Is it not?

7107. Q. What I wanted to know was whether the effect of a blow in this vicinity
would be such as to let more water on the starboard side, initially than the other?
— A. Yes, certainly.

7108. Q. Because ,you have that there on the other side (indicating) ? — A. No,
not on account of that, Mr. Welch, simply because the water comes on this side, and
afterwards I suppose it would finally fill.

7109. Q. But I am asking for the initial effect— finally I know it makes no dif-
ference, but the first effect, wouldn't it be to fill up that bunker, and then of course
you have coal in this portion here, which is not quite the same there. I mean you
have a bigger space for coal on one side than on the other? — A. Yes.

7110. Q. So that to that extent the water would get around quickly? — A. Through
the coal.

7111. Q. And fill it in here in both boiler rooms ?— A. Well assuming that at the
beginning the water would be right around here, then in that case it would get partly
in the coal and there would be a little more water on this side and there might be a
little effect.

By Commander Howe:

7112. Q. Do you think the damaged bulkhead between the boiler rooms, being
stepped, had any effect? — A. No, the step in that case had no effect, because the bulk-
head was destroyed.

7113. Q. You don't think it could have the effect of holding the water on top of
the deck? — A. No, because the water was coming from below as well as from above.

HILLHOUSE.

EMPRESS OF IRELAND— STORSTAD COLLISION 439

SESSIONAL PAPER No. 21b

Lord Mersey. — Well, that will do. Now, do you want to ask this gentleman any-
thing* further, Mr. Newcombe?

Mr. Newcombe. — No, my Lord.

Lord Mersey. — Then, if no one has any questions to ask Mr. Hillhouse, we want
Captain Kendall back in the box.

Captain Kendall (recalled).

By Chief Justice McLeod:

7114. Q. I only want to ask one or two questions — referring to Father Point, I
want to know what was the exact position from which you shaped your course after
you dropped your pilot? — A. About a mile off the Father Point gas buoy.

7115. Q. Well, can't you give me the exact figures? — A. About a mile north-
westerly.

7116. Q. About a mile northwesterly? — A. Yes, Cock Point buoy was abeam,
but giving the exact thing it would be north 40 west.

7117. Q. That is the course you took? — A. No, my Lord, it is not the course I
took. The bearing would be about south. I wafe north 40 west from the Father Point
gas buoy, distant one mile.

7118. Q. And what distance did you run on that course? — A. About four and a
half miles from there.

7119. Q. Is that as exact as you can give, the course you went? — A That was not
the course, sir, that was the bearing of the ship from Father Point.

7120. Q. Well, what was the course you took from there? — A. North fifty east.

7121. Q. And then what distance did you run on that course? — A. About four and
a half miles.

By Lord Mersey:

7122. Q. Magnetic? — A. No, my Lord, compass.

By Chief Justice McLeod:

7123. Q. Is there any way of getting that more exactly — your log was lost? — A.
Everything was lost. I can only give the distance the ship would run in that time.

7124. Q. And that would be about four and a half miles ?~A. Yes.

7125. Q. And then you changed your course? — A. Yes.

7126. Q. To what course did you change? — A. To north 76 east by compass,
north 73 magnetic.

7127. Q. And how long did you run on that course? — A. 12 minutes, from 1.25 to
1.47.

7128. Q. And then what course did you take? — A. I stopped then.

7129. Q. On your last course how many miles did you run? — A. About two and a
quarter miles, or about three miles — I am just judging the distance she would go in
that time, because I have no other records to give.

By Lord Mersey:

7130. Q. Are these courses the courses that are usually laid by steamers about to
cross the Atlantic from Father Point ? — A. Yes, my Lord, if anything, they are much
more <safer courses than the usual courses which are taken from Father Point.

7131. Q. Then you see you are contradicting yourself. I asked you whether these
were the usual courses and your answer to that is yes, and then you say they are safer
than the usual coursefe? — A. If I might explain to your Lordship, perhaps you will
understand. Some men pass a mile off Cock Point for safety, some to be safer pass

KENDALL.

440 MARINE AND FISHERIES

5 GEORGE V., A. 1915

two miles off, and I was passing three miles off before I shaped my course down the St.
Lawrence.

By Chief Justice McLeod:

7132. Q. You say you were passing about three miles from Cock Point buoy? —
A. About two and a half to three miles.

7133. Q. And when did you shape your course down the St. Lawrence? — A.
At 1.35.

7134. Q. That is after you left Father Point? — A. Yes, after Cock Point buoy
wafs on the beam.

7135. Q. "Well, do I understand you to say that you took the first course from Cock
Point buoy? — A. From Father Point was the first course, until Cock Point buoy was
on the beam. Then I shaped my course down the St. Lawrence.

7136. Q. And on that course you say you ran about 12 minute's? — A. Yes, it was
1.47 when I stopped my ship.

Mr. TIatc;ht. — May I ask a question, my Lord?

Lord Mersey. — Just a moment, I have one more question to ask.

7137. Q. Are there any instructions from your company for parsing Cock Point
buoy? — A. No instructions, my Lord.

By Mr. Haight:

7138. Q. According to my recollection, Captain Kendall, your first course as you
testified to-day and laid it down on your chart, is north 47 degrees magnetic ? — A. Yes,
I gave the compass to hifs Lordship.

7139. Q. Is north 58 east equivalent to north 49 magnetic? — A. No, I said north
50.

7140. Q. Now, can you give us the precise time at which by your clock you left
Father Point?— A. At 1.20.

7141. Q. You have heard the testimony given by the witnesses from the Eureka?
—A. Yes.

7142. Q. And according to their clock, which was set accurately each day, the
pilot came over the side from your ship at 1.30 ? — A. By their time.

7143. Q. Yes, by their time. — A. Yes.

7144. Q. Now, I want to know where you get your time from and what you know
about its accuracy? — A. We correct our times by three chronometers we have on
board our ship, which are always at Greenwich mean time.

7145. Q. Well do you think that your time is any more accurate than that which
they have at the wireless station? — A. Absolutely more accurate.

7146. Q. They get absolutely astronomical time or standard time over the wire*? —
A. Yes.

7147. Q< Eegularly?— A. Yes.

7148. Q. And the man on the Eureka says that every day he gets the exact time,
and that it is the matter of a few seconds to correct? — A. Yes.

7149. Q. Now, the discrepancies in time are these, Captain Kendall, you say you
left your pilot and started full speed ahead at 1.20? — A. Yes.

7150. Q. And the man on the Eureka says he observed the time exactly when the
pilot came over and that it was 1.30? — A. That is his time.

7151. Q. You say you looked at the clock as I understand it about two minutes
before the actual collision, and by the chart-room clock it was 1.53? — A. Yes.

7152. Q. You estimate 1.55 as the moment of contact? — A. Yes.

7153. Q. Whereas the wireless station, where their time is assumed to be absolu-
tely accurate, say they got your call for help at 1.45 ? — A. Yes. The difference between
the time given by the Eureka as 1.30, and the wireless station when they say they got

KENDALL.

EMPRESS OF IRELAND— STORSTAD COLLISION 441

SESSIONAL PAPER No. 21b

our call for help at 1.45 — that is to say according to their story we dropped the pilot
at 1.30, and according to the wireless station there was a call from the Empress of
Ireland for help at 1.45 — is that right?

Mr. Haight. — Yes. — A. That is 15 minutes. Is it passible for a ship doing 17
knots, to steam seven miles in 15 minutes?

Mr. Haight. — I am sure I don't know. — A. Well, I am taking their times.

Lord Mersey. — I don't know where I am getting to, but are you going to cross-
examine Mr. Haight? — A. The times were put to me, my Lord, which has absolutely
left me in a cloud.

Chief Justice McLeod. — Well, this gentleman has his own time on board the
steamer, and I understand the wireless operator speaks according to that time.

By Mr. Haight:

7154. Q. You have no explanation to make as to these differences? — A. Not to
their differences. Our time is from three chronometers on board the ship, which
differ one-fifth of a second per day. They are taken on shore every time we are in
Liverpool and handed to an optician, and are brought on board again twelve hours
before the ship sails, and the time is absolutely accurate.

7155. Q. They are never put forward or back? — A. They are never touched. We
couldn't touch them if we wanted to.

7156. Q. And the variations you take are the result of computations you make? —
A. Yes, from our own chronometers.

7157. Q. But' when you went into the chart-house you didn't stop to make long
computations from the chronometers? — A. No, but our clock is corrected by the
chronometers — controlled by the chronometers —

7158. Q. How did you happen to go into the chart-house while the fog was on ? —
A. I didn't have to go into the chart-house it was a matter of putting my head in at
the door.

7159. Q. Yes, but why did you do it? — A. Because I very often do it — it is my
duty as captain of the ship.

7160. Q. Do you remember what particular duty you intended to perform when
you went into the chart-room on this occasion ? — A. No, but when I make any entry,
or do anything with my engines, or stop my ship, I naturally look at the clock.

7161. Q. Do you remember what you did when you went into the chart-room and
saw the clock standing at 1.53? — A. I didn't go in, I simply stuck my head in.

7162. Q. Well for what purpose?— A. To look at the clock.

7163. Q. But why did you happen to want to know the precise time at this par-
ticular moment? — A. Because it is my duty to take the times when I stop my ship, or
make any movement of the engines.

7164. Q. Had you just given some order to the engines at that time? — A. My
ship had been stopped previously to this.

7165. Q. I understand it is your duty to take note of the time when you give an
order to the engines — had you given an order to the engines at the very moment you
looked in at the clock? — A. No, not at that particular moment.

7166. Q. Then that was not your reason for looking at the clock at that moment ?
—A. No.

7167. Q. Well, try to tell me what your reason was? — A. I can't give any particu-
lar reason, except I told you I went in the chart-room to see what time it was. I had
heard the whistles and I stuck my head in to look at the clock, just as I would look at
that clock over there.

Lord Mersey. — If I looked at the clock, it would be to see what time it was? — A.
Exactly, my Lord.

KENDALL.

442 ■ MARINE AND FISHERIES

5 GEORGE V., A. 1915

Mr. Haight. — I don't remember, Captain Kendall, your having stated before that
it was 1.35 when you changed your course to north 73 magnetic? — A. That was my
time.

7168. Q. Did you look at the clock at that time? — A. The officer gave me that
time, the officer who was drowned, Mr. Moore.

7169. Q. There are no entries in the log that was saved of any of those times or
distances? — A. None whatever.

7170. Q. How did you get the 1.47? — A. That was reported to me by the officer
also.

7171. Q. Which officer? — A. Mr. Moore, who was lost. He stands in the door and
gives me the times.

7172. Q. Why didn't he give you the 1.53 instead of you going in to look at the
clock? — A. There was no need to do it. It was my own observation.

7173. Q. That is, he gave you the 1.35 and the 1.47?— A. Yes.

7174. Q. And for some reason you didn't want him to give you the 1.53 ? — A. There
was no reason. I simply went in and looked at the clock.

7175. Q. You simply looked at the clock? — A. Yes.

Mr. Haight. — That is all.

Lord Mersey. — Do you desire to ask this witness anything, Mr. Aspinall?

Mr. Aspinall. — No, my Lord.

Lord Mersey. — And Mr. Gibsone?

Mr. Gibsone. — No, my Lord.

Lord Mersey. — Then we will now rise.

Mr. Haight. — May I first ask, my Lord, if my witnesses from the Storstad and
the interpreter may be excused from further attendance?

Lord Mersey. — I should think so. Do you want them again, do you think, Mr.
Newcombe ?

Mr. Newcombe. — No, my Lord, I don't think so.

Mr. Haight. — The reason I ask is this, my Lord, that a number of these men have
served out their time and are held under subpoenas issued by the government, and they
are practically prisoners at the present time.

Lord Mersey. — Well before discharging them, do you need them any more, Mr.
Aspinall ?

Mr. Aspinall. — No. my Lord.

Lord Mersey. — And Mr. Newcombe?

Mr. Aspinall. — No, my Lord.

Lord Mersey. — Well, I am not quite sure, but I think we may conclude that none
of us want them.

Mr. Haight. — Then I understand they are discharged, my Lord.

Lord Mersey. — Yes.

Mr. Haight. — And the interpreter may also go?

Lord Mersey. — Yes.

The Commission thereupon adjourned until 10 a.m., Thursday, June 25th.

KENDALL.

EMPRESS OF IRELAND— STORSTAD COLLISION 443

SESSIONAL PAPER No. 21b

NINTH DAY.

Quebec, Thursday, June 25, 1914.
The Commissioners appointed by the Honourable John Douglas Hazen, the
MiniPster of Marine and Fisheries of Canada, under Part X of the Canada Shipping
Act as amended, to enquire into a casualty to the British Steamship Empress of Ireland,
in which the said steamship belonging to the Canadian Pacific Railway Company
was sunk in collision with the Norwegian Steamship Storstad, in the River St. Law-
rence on the morning of Friday the 29th day of May, 1914, met at Quebec this morning,
the twenty-fifth day of June, 1914,

Lord Mersey. — Mr. Aspinall, have you any additional expert evidence to submit?

Mr. Aspinall. — There are two or three gentlemen to whom we have been talking,
but they add nothing to the evidence given by Mr. Hillhouse.

Lord Mersey. — Then, so far as you are concerned, we have heard all the expert
evidence ?

Mr. Aspinall. — Yes, it would be only quantity; I do not think they would add
anything to what has been given.

Lord Mersey. — Then under those circumstances, Mr. Haight, will you call Mr.
Reid?

Mr. Haight.— We have, my Lord, three witnesses from the Empress as the
result of a little further discussion we had with Mr. Holden yesterday, and if the Court
will allow me I will address four or five questions to each of them. We went over with
somewhat more care after the discussion in the morning some of the statements that
had been given.

Charles Burns, assistant storekeeper, Empress of Ireland, sworn.

Examined by Mr. Haight:

7176. Q. You were one of the assistant storekeepers on the Empress? — A. Yes, sir.

7177. Q. You were in bed at the time of the collision? — A Yes, sir.

7178. Q. Did you go on deck immediately after you felt the jar ? — A. Yes, sir.

7179. Q. When you came on deck did you see the Storstad? — A. Yes, sir.

7180. Q. Will you please state just what her position was when you first saw her?
— A. She was coming away astern of us, sir.

7181. Q. When you first saw the Storstad, did she appear to you still to be into
your side? — A. No, sir.

7182. Q. Mr. Holden has been good enough to furnish me a copy of the statement
which you made originally, Mr. Burns, which reads as follows :

' I rushed out on the deck, and saw the bow of the Stoi^bad. I saw the other
' ship, which appeared to me to be right into us. Then I could see the Storstad
1 moving around broadside with us/

A. Yes sir.

7183. Q. Is that statement correct? — A. Yes, sir.

7184. Q. Then you did see the Storstad when she was still apparently sticking
into the wound? — A. She was just moving away from the wound, then sir; appeared
to be moving away from the wound.

7185. Q. As the statement reads, — it is a little important and I want to be accur-
ate^— it says: 'I saw the other ship, which appeared to me to be right into us.' Does

BURNS.

444 MARINE AND FISHERIES

5 GEORGE V., A. 1915

that mean still in the wound? — A. No, right up against the side of the ship, coming
away, sir. I couldn't tell whether she was in the ship or not from the distance I was
away.

7186. Q. But she was quite close? — A. She was quite close to the ship, yes sir.

7187. Q. Whereabouts where you standing when you saw her? — A. Eight on the
after deck, sir.

7188. Q. And she was forward of you at that time? — A. Yes, sir.

7189. Q. Now, as the vessels separated, which way did the stern of the Storstad
appear to swing ? — A. She came right round towards our stern.

By Lord Mersey:

7190. Q. Towards your stern? — A. Yes.

By Mr. Haight:

7191. Q. That is, the Storstad's stern wafe swinging towards your stern so as to
bring the vessels more or less in a parallel position? — A. Yes, sir.

7192. Q. Did you see the Storstad disappear atetern? — A. No, I rushed back to
the room then, sir.

7193. Q. Had she got aft of where you stood before you left? — A. The whole ship
hadn't, sir.

7194. Q. But her stern had? — A. Her stern had, yes.

Cross-examined by Mr. Aspinall:

7195. Q. Before the crash came, were you awake? — A. Yes, sir.

7196. Q. When you woke, how long do you think it was before the crash came? — ■
A. About three minutes I should think, sir.

7197. Q. Could you tell whether your propellers were moving then, or were they
stopped? — A. Our propellers were stopped, sir.

By Lord Mersey:

7198. Q. Let it be quite clear. Do you mean that your propellers had stopped
before you woke up? — A. Just before I woke up, sir.

7199. Q. You could scarcely tell that; you were asleep? — A. They were stopped
when I woke.

7200. Q. When you awoke, was the Empress moving? — A. No, sir.

By Chief Justice McLeod:

7201. Q. Could you tell that from your bunk ?— A. I couldn't tell ; I could tell the
propellers were stopped.

7202. Q. Whether she was moving through the water or not you could not tell?
—A. No, I couldn't tell that.

Witness discharged.

Miss Townshend, passenger, Empress of Ireland, sworn.
Examined by Mr. Haight:

7203. Q. You were one of the passengers on the Empress at the time of the colli-
sion?— A. Yes.

7204. Q. Were you awakened before the collision actually occurred? — A. I was
awake before the collision some time; I could not tell you exactly how long^ I was
awakened by some whistles; what whistles they were I do not know.

TOWNSHEND.

EMPRESS OF IRELAND— STORSTAD COLLISION 445

SESSIONAL PAPER Mo. 21b

7205. Q. According to your best recollection, what was the first whistle that you
heard from the Empress? — A. The first whistles I heard from the Empress were three
short twice and then two long.

7206. Q. Mr. Holden has been good enough to hand me a copy of the statement
which I understand was taken by him and reported by a stenographer ; may I just read
to you from that? You were asked what woke you up, and the answer reads: * The
fog horn." According to the record at page 94 you are reported to have stated this:
" I could understand the signals very clearly. We were whistling, going full speed
ahead; then the other boat whistled." — A. There was some boat, but I did not know
what it was; it seemed to be going ahead of us all the time, and then the whistles
vanished absolutely. I could hear nothing more until the whistles came of the Empress
just before the collision.

7207. Q. Later in your statement you say:

I know the signals.

Q. He (Captain Kendall) tells me there were no fog signals before going
astern? — A. They must have been fog signals. There were whistles. That is
what wakened me. The whistles going, anyway. That is what woke me up.
A. That is quite true.

7208. Q. Just a moment please. Later, according to the statement:

Q. Captain Kendall tells me there was really no whistle signals at all after
leaving Father Point, before the first three short blasts? — A. Well, what woke

me up

A. It is quite true some whistles woke me; as I say, it was some length of time
before the collision and it may have been the whistles when we were leaving Father
Point; I do not know.

7209. Q. But when you made your statement to Mr. Holden, your best recollec-
tion then was that you had been awake some moments before the collision, 10 or 12
or perhaps more, and that you had been awakened by the regular running whistle
of the Empress blowing one blast ; that is correct, is it not ? — A. I could not say what
blast was blowing, but I was awakened at the end of a whistle; I couldn't say what it
was; it was some time,

7210. Q. But when you spoke to Mr. Holden first, your opinion then was that
you had heard the Empress blow two or three regular whistle blasts, indicating that
she was going ahead through the fog? — A. We were going through the fog, I know
that, because I got down and looked and there was a very heavy fog hanging around.
What the whistles were I could not tell you ; they may have been we are going through
the fog, but I understand the other whistles — these I only heard the end of.

7211. Q. How long was it after you were awakened by some whistles that you
heard the three short blasts blown by the Empress? — A. That I could not tell you;
I could not tell you any times whatever. I know it was some time.

7212. Q. The whistles which woke you were not the signals of three blasts? — A.
Oh no, certainly not.

7213. Q. And the whistles which woke you were blown by the Empress? — A. Yes,
certainly.

7214. Q. As I understand your statement, you got up and looked out of the port-
hole and saw that there was fog? — A. I got up and looked out and I could only just
discern the edge of the deck. Our cabin was on the second promenade deck and I
could only just see the edge of the deck; the fog was very dense.

7215. Q. Then you went back to your berth for a few moments before the jar
came? — A. I was back in my berth some time before the jar came.

7216. Q. Did you, after you had got up and looked out, hear the signals of three
short blasts blown twice? — A. Blown twice.

TOWNSHEND.

446 MARINE AND FISHERIES

5 GEORGE V., A. 1915

7217. Q. That was after you had got out of your berth? — A. It was after I had
been back in my berth again some time.

Cross-examined by Mr. Aspinall:

7218. Q. What you are certain of, if I understand your evidence aright, is this:
You twice heard three short blasts? — A. I am quite certain.

7'219. Q. And these blasts were from the Empress? — A. From the Empress.

7220. Q. And in between these two short blasts you heard two long blasts? — A.
No, after that.

7221. Q. After that, rather ; I beg your pardon. Now, how did you manage to save
yourself? — A. By the time I got out of the cabin she was listing most frightfully. I
got up on to the promenade deck and when I got there there was regular confusion.
The third class passengers were making for the boat deck, and if you didn't want to
be crushed considerably you had to go up on the boat deck, so I went up on the boat
deck, with my aunt, Mrs. Price. I stepped out on the port side right up holding on
to the rail. When she had listed so much it was impossible to stand, I walked with
my aunt down the port side right over the port holes down on to the steel side of her,
and I was standing on the side of her when she went down.

7222. Q. What happened to you after you got in the water ? — A. I got in the water
and went down considerably. I came up again alongside three men; they all had life
preservers on but I had none. I put my hand on their shoulders and was treading
water but they promptly pushed me off again, and I went down again. I came up
alongside a man named Mr. Burt, who had on a life belt and he had in his hand a suit
case he had picked up in the water. I asked him if he would give me the suitcase, and
he said: most certainly. I kept myself afloat on that until I had recovered my breath
sufficiently to speak properly. Then I said: I want you to help me off with this- coat;
so he pulled one arm and I got out of the other and I left my coat in the water. Un-
fortunately I could not get my shoes off and they were a terrible tie. I swam, I should
think, within about 30 or 40 or 50 yards of the coal boat ; I was then picked up by one
of the Norwegian life boats. I was some short time in the life boat and I went on the
coal boat and then to the Lady Evelyn.

7223. Q. Fortunately you are a very good swimmer? — A. Luckily I am; I have
learned to swim, yes.

7224. Q. You were telling Mr. Haig*ht about these earlier signals, and you were
answering his questions; I just want to read you this. Do you remember telling him
this: 'There was another boat that sounded quite a different fog horn to the fog horn
on the collier. I know, because there were two; she seemed to be going the same
way as we were. She stopped for a while and she seemed to go on, or we let her go
on ahead of us, because I could still hear her for two or three minutes.' Did you have
that sort of impression at the time? — A. Yes; I quite remember hearing another boat,
and it seemed to be ahead of us all the time.

7225. Q. At any rate, that was your impression? — A. That was my impression.

7226. Q. With regard to the whistles, what you are certain of is this: three
short blasts, two long? — A. Three short blasts and then two long following the
three short blasts.

7227. Q. About that you have no doubt? — A. No doubt whatever.

Witness discharged.

TOWNSHEND.

EMPRESS OF IRELAND— STORSTAD COLLISION 447

SESSIONAL PAPER No. 21b

George McOnie, engineer, Empress of Ireland, sworn.

Examined by Mr. Haight:

7228. Q. You were one of the junior engineers, McOnie, on the Empress of
1 r eland t — A. Yes, sir.

7229. Q. Were you off watch at the time of the collision? — A. Yes, sir.

7230. Q. Where were you? — A. In my room.

7231. Q. Had you been asleep? — A. No, I was just about to turn in then.

7232. Q. Did you hear signals blown by the Empress before you felt the jar
of the collision? — A. Yes.

7233. Q. What were the first whistles that you heard blown by her? — A. Well, I
couldn't swear to what they were, but I took them for fog signals.

7234. Q. How many times did you hear what you thought was the regular fog
whistle? — A. Oh, I couldn't say that.

7235. Q. You are familiar with the regular long blast blown by your steamer
when she has headway through a fog? — A. Oh, yes.

7236. Q. Did the whistles which you heard sound to you like that kind of signal ?
— A. Well, I wasn't paying any attention to them at that time, so they might have
been other whistles.

7237. Q. I have a copy of the statement which you originally made to Mr. Holden,
and according to that statement, page 59 you were asked :

Q. Did you notice any signals blown on your ship? — A. I noticed the fog
signals, that was all.

Q. How many times did she blow the fog signal, as far as you noticed? — A.
She seemed to be blowing it two or three times before she went astern. That is
what drew my attention to the going astern.

Are these answers correct?

A. The vibrations drew my attention to the going astern.

7238. Q. Is it true that you stated to Mr. Holden the facts that I have read, the
statement that I have just given you? — A. Yes, that I took them for fog signals.

7239. Q. That the first that you noticed was the fog signals, and that they blew
two or three times before you felt the vibration of the engines going astern ? — A. Yes.

7240. Q. That is now your best recollection? — A. Yes, that is it.

7241. Q. I will read one other section from your statement, page 60 :

Q. You heard fog signals? — A. Yes, sir.

Q. What do you mean by fog signals? — A. Just the ordinary single blast
every minute, or at intervals.

Q. A short blast, or a long blast? — A. Long blasts.

Q, You think you heard three before she went astern? — A. Before we
went astern, yes, sir.

That is the statement you gave, is it not?

A. I don't remember saying how many I heard.

7242. Q. Apart from the number, the whistles that you heard were the regular
blasts blown at intervals, indicating that the vessel was under way in a fog ? — A. That
is what I took them to be.

Cross-examined by Mr. Aspinall:

7243. Q. Your recollection is that you heard these long blasts and that you felt
the vibration ? — A. Yes, sir.

7244. Q. And after the time you felt the vibration did you hear anything that
you can remember? Did you notice then whether any whistles were blown or not?
—A. Not—

McONIE.

448 MARINE AND FISHERIES

5 GEORGE V., A. 1915

7245. Q. I want the best of your recollection with regard to whistles? — A. The
first one I took particular notice of was the two whistles.

7246. Q. So that if there were three short blasts, according to your evidence,
you missed those? — A. Yes, sir.

7247. Q. Then you heard two blasts?— A. Yes.

7248. Q. What information did they convey to you? — A. Struck me she must be
signalling to somebody that she was stopped.

7249. Q. Have you been sufficiently long at sea to know what that class of
whistle means, the two long? — A. Yes.

7250. Q. What does it mean, according to the regulations? — A. Vessel is stopped.

By Mr. Haight:

7251. Q. The long blasts which you heard were before you felt the vibration
going astern? — A. I couldn't swear to that now.

7252. Q. Let me refresh your recollection again :

' I noticed the fog signals, that was all.

Q. How many times did she blow the fog signal, as far as you noticed? —
'A. She seemed to be blowing it two or three times before she went astern.
' That is what drew my attention to the going astern.'

Now, your recollection when you made your statement to Mr. Holden was that
the vibration of your reversed engines was after you had heard the long whistles blow-
ing the two or three times. That was your recollection then, was it not ? — A. Yes, sir.

7253. Q. Nothing has happened since to change your recollection on that point?
—A. No.

Witness discharged.

Lord Mersey. — These are the three witnesses?

Mr. Haight. — Yes, my Lord.

Lord Mersey. — Now, do you propose to call Mr. Eeid?

Mr. Aspinall. — May I apply on behalf of the sailors of the Empress of Ireland,
who are very anxious, Mr. Gibsone tells me, to get away. I believe there is some boat
that is sailing at three o'clock. My application is

Lord Mersey. — Do you mean whether we can let these men go?

Mr. Aspinall. — I am told that those anxious to get away are not only the sailors,
but the passengers and also the officers. Naturally, that does not apply to Captain
Kendall. I do not know whether Your Lordship desires that any of the officers should
remain ; they are very anxious to go.

Lord Mersey. — What do you say, Mr. Haight?

Mr. Haight. — I think possibly that the court will wish to have Mr. Jones here, as
well as Captain Kendall.

Lord Mersey. — I do not want Captain Kendall to go.

Mr. Aspinall. — No, I do not suggest that he should go.

Mr. Haight. — Mr. Jones, your Lordship, was the senior officer of the watch. Cap-
tain Kendall theoretically is always in command, but it was Mr. Jones' watch. As there
will be questions as to his testimony, your Lordship may wish to have him here.

Lord Mersey.' — I do wish Captain Kendall to stay; we may want to ask him some
questions. Is there any objection to keeping Jones?

Mr. Aspinall. — No.

McONIE.

EMPRESS OF IRELAND— STORSTAD 'COLLISION 449

SESSIONAL PAPER No. 21b

Lord Mersey. — Mr. Aspinall, we think that Captain Kendall ought to be kept;
we think that because Mr. Haight wants him Jones ought to be kept, and some of us
think that perhaps it might be worth while to keep the chief engineer.

Mr. Aspinall.' — I am sorry to hear your Lordship say that; he is particularly
anxious to get away.

Lord Mersey. — Speaking for myself, I thought that we had all that we wanted.

Mr. Aspinall. — I am told that he and his wife have been very seriously disturbed
by this catastrophe, and that he is extremely anxious to go; but if the court wishes
him to stay, he shall stay.

Lord Mersey. — We are of the opinion that it is not necessary to keep him.

Mr. Aspinall. — May I remind* your Lordship that he was not in charge of the
engines. The man who was in charge was examined; we will keep him.

Lord Mersey. — I beg your pardon, Mr. Newcombe, I did not ask you whether you
wished to ask the witness any questions.

Mr. Newcombe. — No, my Lord, it is not that. It was suggested by one of the
members of the court that a navigator should be called to testify as to the usual course
of proceeding to sea after putting down the pilot at Father Point. I have Captain
Murray here ; he is the harbour master at Quebec — a master of long experience in the
St. Lawrence route — and has already testified. He has been with the Canadian Pacific
Railway Company, although he has no connection with them now, and he is the only
captain of his class available at the moment.

Lord Mersey. — Is that the best evidence that you have at present available?

Mr. Newcombe. — Yes, it is the only sort of satisfactory evidence that we have at
the moment.

Chief Justice McLeod. — I think the suggestion was mine ; my intention in making
it was to have the testimony of some independent captain who is not connected with
the Canadian Pacific Railway.

Mr. Newcombe. — He was in command for two or three voyages, I think. To-
morrow we may be able to get a captain from the White Star Line in Montreal.
There is a ship going out on Saturday, and we may possibly be able to get him here.
There is no Allan line captain here.

Lord Mersey. — Mr. Haight, tell me this: assuming* that Captain Kendall did
take the courses that he says he took, do you say they were wrong courses ?

Mr. Haight. — I say they were wrong only because of the presence and the posi-
tion of the Storstad.

Lord Mersey. — I think I understand that. You do not say that they were not
the normal courses taken by ships of this class putting out to sea ?

Mr. Haight. — According to my judgment, my Lord, if the Storstad had been out
on the Atlantic instead of coming up the St. Lawrence, he might have left Father
Point on any course that he saw fit, so long as he steered clear of the rocks. The water
is all his, and he may do as he likes with it.

Lord Mersey. — Yes, but that is not quite the answer that I want. Eliminating
the Storstad altogether and assuming that there were no exceptional reasons for tak-
ing a different course, I want to know whether you think that the courses which he
did take, if he is telling the truth, were proper courses.

Mr. Haight. — I see no possible reason for criticising the courses which he took,
except with reference to the Storstad's position.

Lord Mersey. — Then I think you need not call this gentleman, Mr. Newcomhe.

Mr. Newcombe. — Very well, my Lord. Perhaps I ought to mention, before Mr.
Reid is called, that we have taken advantage of the recess to examine the statements

216— 29

450 MARINE AND FISHERIES

5 GEORGE V., A. 1915

which were handed in by my learned friends, taken from the crew and passengers who
were examined, with regard to the question of watertight doors and port holes. We
find no testimony there which is worth mentioning with regard to the doors, but three
witnesses, passengers, referred to water coming in through the port holes. These
witnesses are not here; two of them appear to reside in the West and the other one
in England. As these statements were made with respect to the subject at a time when
the witnesses had no interest in misrepresenting the facts according to their recollec-
tion, I thought that possibly it might be proper for me to read those statements.

Lord Mersey. — Mr. Aspinall and Mr. Haight, have you seen the statements to
which Mr. Newcombe refers?

Mr. Aspinall. — Yes, my Lord.

Mr. Haight. — I could not hear what Mr. Newcombe said, my Lord.

Lord Mersey. — Mr. Newcombe said that they have been seeking for information
about water-tight doors and about port holes ; that they have not been able to get any
further testimony with reference to the water-tight doors, but that apparently some
time ago three statements were taken with reference to port holes. Those are
statements by people who are not here; two of them are in the West and one is sup-
posed to be in England. Mr. Newcombe's suggestion is that their statements might
be read for what they are worth and form part of the proceedings. Personally I see
no objection to that being done, but we can only have it done by consent.

Mr, Haight. — I am entirely willing to consent, my Lord; I can see no reason why
T should need to cross-examine.

Mr. Aspinall. — I had thought that Mr. Haight would take the course which he
has taken, because it really does not concern him.

Lord Mersey. — Well, it does not, I think.

Mr. Aspinall. — No, this is a court of inquiry; I quite appreciate that it is not
the best evidence, but it is some evidence, and I should submit that it would be right
for Your Lordships, under the circumstances, to admit it.

Lord Mersey. — Very well, then; we are disposed to admit it; we will take it for
what it is worth. Perhaps you will read them to us, Mr. Newcombe.

Mr. Newcombe. — I should think that it would not be necessary for me to read the
entire statements, because. they are mostly concerned with matters not entirely rele-
vant to the inquiry.

Lord Mersey. — Read the parts that appear to you to be relevant.

Mr. Newcombe. — James Ferguson Dandy, aged 47 years, residing at Pierson,
Manitoba, being called makes the following statement:

'Examined by Mr. Holden, K.C.

Q. You were a passenger on the Empress of Ireland when the collision
occurred? — A. Yes, sir.

Q. Do you remember the number of your stateroom on the Empressl —
A. It was number 564.
No. 564 is on the starboard quarter. It is the aftermost room on the ship, on the
main deck.

Q. Were you alone? — A. There were three of us in the room.

Q. At what time did you turn in on the night of the 28th? — A. I went to
bed fairly early that night.

Q. We]l, what woke you up first? — A. I think it was the noise of the water
coming in through the port holes.

Q. You did not feel the shock of the collision, did you? — A. No, sir.

Q. Did you hear any signals at all? — A. No, sir.

'EMPRESS OF IRELAND— STORSTAD COLLISION 451

SESSIONAL PAPER No. 21b

Q. Were you in the upper berth or the lower one? — A. I was in the lower
berth.

Q. You think it was the inflow of water through the port holes that awoke
you? — A. Yes.

Q. And then what did you do? — A. I was sleeping very soundly, and the
man who wras sleeping on the other side said there is something wrong, and he
jumped up and turned on the light, and my first thought was that we were out
at sea, and that a storm had arisen, and I thought that it was worse than I ever
thought it was. I then looked down and I saw somebody's grip floating along
the floor. I saw the water quite well, and I jumped up and went up as quickly
is I could, and I went up the first stairs and in the alley-way it was that steep
that it was hard work to get along, and I had to hang on to the wall. But, I
then got out through the side.'
Then, passing on to another point:

'Q. You have told us that you were awakened by tihe water coming in through
the port hole? — A. Yes, sir.

Q. Well, how long was it after you were awakened by the water coming in
that the Empress sank ? — A. I jumped out of bed and went on top, and I would
think that it would be about three or four minutes.

Q. Of course, you do not know how long before you woke up that the colli-
sion occurred? — A. No, sir.

Q. It was after the collision that you woke up? — A. Yes, sir, it was the
water rushing in through the port holes that awakened me.'

Lord Mersey. — The important part, from your point of view, of that testimony is
that he was awakened by the water rushing in through the port in his cabin.

Mr. Newcombe. — Yes, my Lord. That is what I understand it to be. Now then,
Walter Erzinger, aged 42 years, residing at No. 290 McDermott Avenue, Winnipeg,
being called makes the following statement: Passenger, Room 518. 518 is an inside
room; it is in the middle of the ship, on the inside of the passage, slightly on the star-
board side. He says:

'Q. You heard no whistles before the' shock? — A. No, sir. Right after the
shock I did not hear anything around me, and I thought nothing was wrong,
and I intended to lie down again to go to sleep but I heard somebody running
along above me, and I felt the ship was already listing.

Q. Were you alone in that room? — A. There was another passenger with
me — I do not know his name, but he was from Western Canada. He was an
old man — he was about fifty years of age — he seemed to me a man about that
age.

Q. You do not know whether he survived, do you? — A. I do not think so,
because he had another friend on the boat and he said he did not see him any
more. So when I realized that the ship was listing I jumped from my- upper
berth. I jumped down and put on my pants which were lying on my bed— I
then took down the life belts and gave one to my fellow passenger and we ran
out. The same moment we heard already the water rushing in through the
windows and we had great difficulty in walking through the alley-way.

Q. You experienced this difficulty on account of the ship listing over, I
presume? — A. Yes, sir, because of the list.'

The other is James Walker, residing at No. 58 Derwent Street, Workington, Cum-
berland, England, teams *r, aged 26 years, who was called and made the following
statement :

21b— 29ii-

452 MARINE AND FISHERIES

5 GEORGE V., A. 1915

Examined by Mr. A. R. H olden, K.C.:

Q. You were one of the third-class passengers on the Empress of Ireland
when the collision occurred? — A. Yes.

Q. Do you remember the number of your room? — A. I think it was No. 630.
I am not sure."
No. 630 is on the. starboard bow of the main deck, pretty well forward.

Q. How many were in your room ? — A. Four.

Q. What time did you turn in that night ?— A. I turned in about half past
ten or ten o'clock.

Q. Did you fall to sleep promptly ? — A. Yes, sir.

Q. What woke you up? — A. The first thing that woke me up was the
water coming in on the bed.

Q. Did you have a lower berth ?— A. No, I had an upper berth.

Q. Was your room on the starboard side of the ship? — A. Yes.
• Q. You did not feel the shock of the collision at all? — A. No.'
Then further on : —

ft Q. While it was still foggy, and before it cleared up, have you any idea
how far you could see a light ? — A. You could not see very far when I came out.

Q. What do you suppose " very far " would mean ? How near would the
light have to be before you could see it? — A. It would have to be very close, I
think.

Q. As a matter of fact, the captain says it was fifty feet before it became
visible. I suppose "very far" is" as near as you can say? — A. Yes.

Q. How long do you suppose it was from the time you were awakened by the
water in your cabin until the ship sank ? — A. About seven minutes.

Q. Did you hear any signals at all of any kind after you woke up? — A. No,
I did not hear any/

Another* question : —

^Q. After you turned in, you did not waken until the water woke you up? —
A. No.

Q. When you woke up, did you notice whether the ship's engines were going
or whether they were stopped ?— A. The ship's engines were stopped.

Q. They had stopped before you woke up? — A. The ship was standing still.

Q. Did you see the Storstad at all at any time after the accident? — A. I saw
her after I was in the water.'

Mrs. Helena Hollies, residing at No. 10, Empire Street, West Derby Road, Liver-
pool, aged 34 years, being called makes the following statement : —

' Q. What woke you up ?— A. The rushing of the water.

Q. You did not even feel the shock of the collision ? — A. No.

Q. Nor, I suppose, did you hear any whistle signals at all? — A. No.

Q. Have you a room mate, or were you alone? — A. There were three or four
of us in the same room.

Q. When you say you were Wakened by the rushing of the water, do you
mean the rushing of the water actually into your room ? — A. Yes, into the room.

Q. Through what part? Through the port? — A. I could not say whether it
was coming through the ports; it was in the alleyways.'

Lord Mersey. — That does not refer to the port in her room ?

Mr. Newcombe. — She does not say what her room is ; that is the reference which is
made to the ports in that case. •

Lord Mersey. — There is one matter, Mr. Newcombe, to which you may direct your
attention when you come to address us, and it is this : in ships such as the Empress,
which have the apparatus for closing the water-tight doors from the bridge, whether it

EMPRESS OF IRELAND— STORSTAD COLLISION 453

SESSIONAL PAPER No. 21b

would be desirable or practicable in cases of fog to order that all the water-tight doors
be closed ; whether it could be done and whether it is desirable that it should be done.

Mr. Haight. — Is it practicable that I should supplement one of the statements read
by Mr Newcombe by an additional quotation?

Lord Mersey. — Certainly.

Mr. Haight. — Is it to be marked?

Lord Mersey. — Certainly; I understand that the whole of the statement is to be
marked as an exhibit. The whole statement is in evidence; therefore you would be.
entitled to refer to any part of it.

Mr. Haight. — Would it be of assistance if I made the reference now?

Lord Mersey. — I think you had better refer to it now.

Mr. Haight. — It is a statement made by Erzinger.

Chief Justice McLeod. — The same witness to whom Mr. Newcombe has referred?

Mr. Haight. — The same witness whose evidence Mr. Newcombe has already read.
From pages 596 to 597, I take the following quotations :

' At first I did not see any lights at all around, but later on I saw appear
' two lights. These were the two lights of the collier that struck us.

By Mr. Pentland, K.C.:
' Q. How far off were those two lights that you saw ? — A. It seemed to be
' quite a distance, and it was not right in front of us — it was behind.

By Mr. H olden, K.C.:
1 Q. It was astern of you ? — A. Yes, sir.

' Q. Were they white lights or coloured lights that you saw ? — A. They
' were two white lights on top of the mp.sts.'

I have not had a chance to run through the other statements.

Lord Mersey. — If there is anything else, later when you come to address us, you
may refer to it.

(Statements filed as exhibit G-l.)

John Reid, naval architect, sworn.

Examined by Mr. Haight:

7254. Q. What is your profession, Mr. Reid ? — A. Naval architect.

7255. Q. Where did you obtain your education ? — A. On the Clyde, and elsewhere.

7256. Q. What practical experience have you had in ship-building, ship designing
and construction? — A. Twenty-five years; 13 years a ship-builder and the resi as naval
architect.

7257. Q. Where was your ship-building experience obtained? — A. On the Clyde,
on the Mersey and on the Tyne.

7258. Q. With what different yards?— A. Stephen on the Clyde, just below Fair-
field, where this boat was built; Cammell, Laird & Co., on the Mersey, and Armstrong,
Whitworth, on the Tyne.

7259. Q. Where have you been practising as a naval architect, on this side or the
other? — A. Both; I have offices on both sides.

7260. Q. You have now ?— A. Yes.

726 1. Q. Just give me roughly, Mr. Reid, an idea of what boats you have designed

and built; that is, how many and of what character, in general terms. — A. In the

REID.

454 MARINE AND FISHERIES

5 GEORGE V.f A. 1915

employ oi* Alexander Stephen & Son I had to do with the designing and building of the
Tunisian and a large number of. Atlantic liners, both first class and intermediate ships.

7262. Q. Name some of them. — A. Alexandra, Boadicea, Bohemian, and quite
a few others.

7263. Q. What experience have you had subsequently? — A. I have designed a
large number of vessels of all kinds of types.

7264. Q. Will you name a few of these? — A. Well, a large number of Canadian
canal vessels, small passenger vessels, tugs and so on.

Lord Mersey. — I think we may fairly credit this gentleman with a sufficient
and proper -knowledge of his profession.

By Mr. Haight:

7265. Q. Did you, Mr. Reid, at my request examine the physical damage sus-
tained by the Storstad in her collision with the Empress of Ireland? — A. I did.

7266. Q. Where was the examination made? — A. At Montreal.

7267. Q. Will you please state for what purpose the examination was made? — A.
To see if it could be determined how the damage to the Storstad's bows had been
brought about by contact with the Empress.

7268. Q. Did you make your examination with particular reference to the angle
of contact and the depth of the wound? — A. I did.

7269. Q. Did you also note such evidence as there was of the movement of the
vessels after they came in contact? — A. I did.

7270. Q. Did you have submitted to you a cross-section, midship section, of the
Empress of Ireland, which is an exhibit in this case? — A. I had.

7271. Q. What other data did you have to work on in the first instance? — A. I
had the draught of the Stprstad, the draught of the Empress and an approximate
position for the contact.

7272. Q. What did you assume the draught of the vessels to be? — A. I took the
Storstad at 25 feet low draught and I took the Empress draught giving me a mean
midships of 27 feet 9.

7273. Q. According to the testimony of yesterday, 27 feet 9 mean would be
Quebec draught? — A. Yes, that is right.

7274. Q. There would be a difference, therefore, in the vessel's draught when she
reached Father Point? — A. Yes.

7275. Q. Have you taken that fact into account? — A. I have.

7276. Q. What is the general construction of the ship?— A. She is constructed in
the longitudinal or Isherwood system.

7277. Q. How does the fore and aft strength of a vessel built on that system
compare with the ordinary construction of frames that run like ribs round the vessel?
— A. It is considerably in excess against deformation by collision, collapse, or crush-
ing of the material of the bow.

7278. Q. A vessel built on that design and running head on to anything has prac-
tically all'of her frames meeting the blow endwise? — A. That is correct.

7279. Q. Will you be good enough to state, in detail, the various facts of deforma-
tion which you found on the bow of the Storstad?

Mr. Haight. — I have prepared, if the Court please, copies of the Exhibits pre-
viously submitted, which I think your Lordships will find convenient in following
Mr. Reid's testimony.

By Lord Mersey:

7280. Q. Are you going to use the model, Mr. Reid? — A. I was going to use the
model to show the general deformation of the bow of the Storstad, and I was going
to use the photographs to show the detail, because the actual marks are not shown on
the model. They are too minute.

REID.

EMPRESS OF IRELAND— STORSTAD COLLISION 455

SESSIONAL PAPER No. 21b

7281. Q. Well, take the model first? — A. After examining this deformation of the
bow, my Lord, I wished to try to reconstitute the -contact as nearly as possible, and
I made careful measurements and plans in order to determine just what angle was
the most likely to have brought about this extraordinary movement of the stem, this
heavy crushing, and the displacement of the anchor.

7282. Q. That is on the starboard side? — A. Yes, my Lord. When a_ collision
takes place between a vessel such as the Storstad — I might say when a vessel such as
this strikes another, the stem always gives indication very quickly of what has
happened at the first moment. The stem is a heavy bar, which is full of holes. It
is almosf inevitably broken by the contact, as actually happened in this case. The
head was knocked off by the contact with the shelter deck of the Empress. It snapped
off short at the deck, and I was much surprised to find there was no appearance on
this stem of having been in contact with the Empress at all. I should have expected
to find scores across it.

I therefore came to the conclusion that this was not the place of first contact, but
that the stem had been turned by some agency so that the bar did not actually come
in contact with the Empress at the first moment. That put out of the question a right
angle blow, or any blow in that neighborhood. I then turned to an angle of forty-five
degrees — simply an arbitrary attempt to find the angle — and I tried the Storstad up
against my drawings of the Empress at that angle.

Now the Empress has a ' tumble-home ' which is rather a difficult thing, that is it
complicates things, so I eliminated that for the time being.

7283. Q. What is that, Mr. Keid?— A. The side of the Empress has a fall-in from
the water line of about 13 inches at the shelter deck, but I intend for the moment to
eliminate that, so as to avoid complicating the calculation. I wished, in other words,
a vertical detailed plane to bring the Storstad up to, and to make allowances after-
wards for the tumble-home. I took a plane through the whole side of the Empress,
about amidships. She has very little fore and aft shaping, so I was clearly correct
in taking it that the Storstad had entered at a perfectly vertical line, and one going
practically straight fore and aft. That is to say, I was bringing this vessel up to a
plane parallel to the vertical centre line of the plan of the Empress.

I found, my Lord, that down here on the stem, there was a very big part of the
stem turned this way, to starboard, whereas the rest of the stem had gone over to port.

In other words, there was an initial tendency to go to starboard. And I came to
the conclusion that that was caused by the Storstad striking the orlop deck, or the
orlop deck stringer, of the Empress, and then being pulled over this way, and then
before any large result of that could accrue, the anchor of the Storstad, which was
hanging in its hawse-pipe, came in contact with the side of the Empress. It was pro-
jecting about 18 inches from the normal side of the Storstad.

The result, my Lord, was this ; that the anchor was driven right through its hawse
pipe, a very heavy casting, and was caught here, as shown in the photographs, and that
set this stem starting to go over.'

Now I ought to add a little explanation about the Isherwood system, to what was
said yesterday. Our longitudinal frames — each longitudinal frame, as it goes up to
the stem, is held to its corresponding frame by a small triangular bracket, and these
are only 18 inches apart up here in the bow. And with the bar, and the two places of
plating here, and these brackets, you have as it were a triangular section of girder,
all the way down the stem, and the whole thing went over, getting the initial impulse
here (indicating).

Mr. Haight. — When you say 'here' will you, for the benefit of the stenographer,
say over to port or over to starboard, as the case may be, at the same time designating
the spot on the model?

Lord Mersey. — I am very much afraid, Mr. Haight, that the shorthand notes of
all this won't amount to very much. The shorthand writer of course cannot possibly

REID.

456 MARINE AND FISHERIES

5 GEORGE V., A. 1915

help that, but you see the witness is continually saying 'here' and 'there' and point
ing to the model, and that means* nothing on the record.

Mr. Haight. — No, and if the witness will just bear that in mind and say to port or
to starboard, or inboard or outboard, as the case may be, and use expressions of that
kind, it would be much more intelligible when we come to read it.

7284. Q. Will you please proceed, Mr. Reid ? — A. The anchor, my Lord, was caught
momentarily between the bow of the Storstad and the side of the Empress, and the
reason that the force was so great was that just at this place the deck of the Empress is
only a foot below the corresponding deck in the Storstad, that is, these two decks were
almost face to face and the anchor was caught between them.

7285. Q. Have you designated on the cross-section drawing, Exhibit N, I think it
is, the relative position of the Storstad and the Empress? — A. Yes.

7286. Q. Will you please show that to the court? — A. Yes, I simply turned over
this edge your Lordship, and that gives the position of the Storstad's stem, relative to
the decks of the Empress. Here is the anchor (indicating), and -the position of the
hawse-pipe, and the deck which comes almost opposite the upper deck of the Empress,
and you have the other decks further down on the Empress, which left their marks on
each side of the Storstad, which I shall come to.

Mr. Aspinall. — My Lord, I was unable to follow that. Could the witness repeat
what he has just said.

Lord Mersey. — Now, do you mean —

Mr. Aspinall. — Well, of course, I can ask him later.

Lord Mersey. — No, I think it is convenient to ask him now. I think you should
look at that plan, Mr. Aspinall, and have him explain it to you as he explained it to us.

By Mr. Aspinall:

7287. Q. Will you just tell me, Mr. Reid, what you have just told his Lordship ? —
A. Yes. (Here the witness stepped down to counsel's desk and exhibited the plan in
question to counsel and repeated the remarks he had made in answer to Lord Mersey.)

Mr. Haight. — May the witness proceed, my Lord ?

Lord Mersey. — Yes, go on with your explanation, Mr. Reid. — A. Well, my Lord,
this was the initial impulse, to turn this stem, your Lordship, which I wish again to
emphasize was almost like a triangular section of girder all the way down the stem, on
account of these brackets being tight together. As the contact continued and the
Empress side turned out on account of the tumble-home, the stem came in contact
with deck after deck, continuing this impulse. Now, this initial impulse here (indicat-
ing) which was going the opposite way, came in contact with that (indicating), and just
here, where it turns to starboard, there is a scarf in the stem, in other words, the stem is
put in in two pieces with a scarf connection, and that scarf opened and made this
tendency die away. I only wish to call attention to this point — it is not really of great
importance — that the first contact was here just at the fore- foot. Now, to come to the
port side, here you have, my Lord, a deep hollow or bay in the plating, that is on the
port side of the Storstad's stem.

7288. Q. Would you repeat what you said just now — I think I understood you to
say that the first contact, the first point of contact, was at the bottom of the stem ? — A.
Just at the fore-foot, my Lord, about thirteen or fourteen feet up from the keel line of
the Storstad, that is where the orlop deck stringer of the Empress of Ireland comes.

7289. Q. Yes, now let that be so — you say that is about fourteen feet up from the
bottom of the Storstad? — A. Yes.

7290. Q. Does it go through beyond the line of the stem? I should have thought
it was more in than that? — A. The stem of the Storstad is almost vertical.

7291. Q. Almost vertical, but if it inclines at all, doesn't it incline inwards? — A.
No, sir, it goes the opposite way, because she was somewhat trimmed, and the stern of

REID.

EMPRESS OF IRELAND— STORSTAD COLLISION - 457

SESSIONAL PAPER No. 21b

the Storstad was a little lower, which would turn the head of the stem inwards about an
inch or an inch and a quarter. And besides, the side of the Empress —

7292. Q. Never mind^ the side of the Empress at present. I wanted to get at the
construction of the Storstad itself. Now do you say it is not vertical, Mr. Keid? — A.
It is not. It falls in about an inch.

7293. Q. It falls towards the bottom about an inch inwards ? — A. No, it falls in this
way, my Lord, the head of the stem is somewhat towards the Storstad's stern.

7294. Q. Give me the model, please? — A. Yes, my Lord.

7295. Q. What is the bar in front intended to represent? — A. That is the original
stem bar.

7296. Q. And it does go in at the bottom, there? — A. Yes.

7297. Q. Well how far is that point above the bottom of the stem? — A. About
twelve or thirteen feet.

7298. Q. The*n at that point it begins to turn in? — A. Correct.

7299. Q. That is what I mean?— A. Yes, my Lord.

7300. Q. And then from that point upwards does it come up absolutely vertical? —
A. No, it falls off an inch.

7301. Q. In that way, that is towards the stern? — A. Yes, my Lord, about an inch.

7302. Q. Now then, this ship was, I suppose, down by the stern a little ? — A Yes.

7303. Q. Well would that fact cause the stem to be altered a little in its position?
— A. That is correct, my Lord.

7304. Q. How much was the Storstad down by the stern ? — A. One foot.

7305. Q. In what length?— A. In 440 feet.

7306. Q. Now does that make any appreciable difference in the position of the
stem for the purpose of this case? — A. It makes very little.

7307. Q. Well I mean to say, if it doesn't make any difference that is appreciable,
we will dismiss it from our minds. I should have thought that in 440 feet it is of no
consequence at all ? — A. What I am trying to point out, my Lord, is that the initial
tendency was so short and slight that it was a very small thing, and you have to look
for very small ^reasons.

7308. Q. Well do you mean to say that this is of any importance, this fact that
the Storstad was down by the stern? — A. It is important in determining the initial
entrance of the Storstad's bow.

7309. Q. Well if it 'is not important, we will not bother with it, but I understand
that you think it is important ? — A. Yes, my Lord, I think it is of importance.

7310. Q. Well then, how much would the fact that the Storstad was down a foot
cause the stem of the Storstad to alter its position? — A. In the full height of the
stem from the^keel, it makes a difference of about an inch and a quarter.

7311. Q. But up there? — A. The difference in the full length of the stem is about
an inch and a quarter.

7312. Q. Where, at the top of the stem?— A. Yes.

7313. Q. Now what is the fall-back where the stem begins to curve in, twelve or
thirteen feet above the keel, is it appreciable ?— A. It is trifling, but we have to con-
sider—

7314. Q. Well how much is it ? — A. Well, it is one-third of an inch and a quarter.

7315. Q. Well, how much is one-third of an inch and a quarter? — A. That is A
of an inch. We have to go up and see this other contact, which neutralizes that.

7316. Qi. But your opinion is the first point of contact was down here? — A. Yes.

7317. Q. Very well, I have the first point of contact. It was down here — (indi-
cating) ?— A. Yes.

7318. Q. Well how much does this fact that the stem was a foot down affect this
point? — A. Well onlv a little over a quarter of an inch.

REID.

458 MARINE AND FISHERIES

5 GEORGE V., A. 1915

7319. Q. Well, if that is important, we will direct our attention to it, but if it
is not I want to dismiss it from my mind? — A. Well, it is not of very great import-
ance.

7320. Q. No, I am not asking you that, but is it a thing that we need not trouble
ourselves about? — A. It certainly is important, my Lord, to determine where the
initial contact took place.

7321. Q. Then is one of your calculations so fine that it is based on the assump-
tion that at the bottom of the Storstad's stem the position was affected by a quarter of.
an inch, by the fact that she was down at the stem one foot? — A. I don't work it that
way, my Lord.

7322. Q. Well how do you work it? — A. I allow for the full extent of the fall-
back, right up to the top of the stem, because it is up there the other impulse began to
neutralize the earlier one.

7323. Q. Well, I am only trying to understand it myself, and I am probably not
looking at it from the same point of view as you are. Now, so much for the bottom
of the stem, or I mean about twelve feet up. Now where do you say that stem, which,
by reason of the fact that the stern is a foot down, poked out a quarter of an inch
beyond what it would have poked out if she had been on an even keel — where does
that point of the stem in your opinion strike the side of the Empress? — A. Just upon
the orlop deck stringer, which takes the place of the orlop deck in that neighbourhood.

7324. Q. Now on that plan which you have did you indicate that spot? — A. Yes,
I did, my Lord.

7325. Q. Well now, will you show it to us again? — A. Yes, there is the position,
my Lord (indicating).

7326. Q. Here — it is somewhere about here? — A. Yes.

7327. Q. Which is slightly above the orlop deck? — A. Yes, my Lord.

7328. Q. How many feet above? — A. A foot or eighteen inches.

7329. Q. Then that in your opinion was the point where it first struck the
Empress? — A. Yes, my Lord.

7330. Q. Well now, tell me this, taking the Empress from the orlop deck upwards
to the rail, does the side of the Empress curve inwards or outwards ?*— A. It goes up
perfectly straight to about the loadline and then curves in.

7331. Q. Now need we trouble about the load line for a moment? — A. Only as
indicating the place where the tumble-home begins, my Lord;

7332. Q. Yes, but for the purpose of the idea which is running in my mind, it
doesn't seem to me to be material. You believe that the whole stem of the Storstad
from the point where it touched the Empress at the orlop deck, ran up vertically? —
A. No, my Lord, you have projecting strakes of the plating, my Lord, sticking out.

7334. Q. Sticking out from where? — A. From the side of the Empress.

7335. Q. I thought you said just now that the side of the Empress went up ver-
tically ? — A. It does, my Lord, but the strakes of the plates stick out an inch or more,
at certain places. These strakes were sticking out.

7336. .Q. Yes, and what are these things that stick out? — A. Strakes, the shell
of the plating.

7337. Q. And do they protrude beyond what we call the shell ? — A. They form the
shell, my Lord, but some are inside and some are outside, and it makes a difference of
an inch or more.

7338. Q. And the plates lap over?— A. Yes.

7339. Q. Causing some of the plates to be an inch or more in front of the other
plates?— A. Yes.

7340. Q. And so it produces irregularities on the side of the Empress? — A. Yes.

7341. Q. Very well then, subject to the observation yoru have just made, the two
lines, the line of the stem of the Storstad and the line of the skin of the Empress,
above the orlop deck, were both vertical? — A. That is right.

REID.

EMPRESS OF IRELAND— STORSTAD COLLISION 459

SESSIONAL PAPER No. 21b

By Mr. Haight:

7342. Q. But the vessel's side begins to tumble home, as you say; do I understand
that from the point of tumble-home it goes absolutely vertical, perpendicular to the
line of the water? — A. No, it is below the load line, it goes down perfectly vertical.

On the port side, my Lord, there is a very deep bay, extending right down the
stem of the Storstad and corresponding to this bend on the starboard side of the
Storstad. That bay comes about somewhat in this fashion : when you attempt to turn
that triangular girder containing all those brackets over by pressure on the starboard
side, and the plating cannot get away, for it is held by the longitudinals and cannot
get aft, it must crush into this bay. Besides that; there was another tendency going
on assisting this, which tendency was caused in my opinion by the rolling over of the
broken plating of the Empress.

Lord Mersey. — Well, I am afraid I don't understand that.

A. If you attempt, my Lord, to drive, not with a sudden blow but with an extra-
ordinarily heavy push —

7343. Q. Not a direct blow?— A. No.

7344. Q. But a slanting blow? — A. Yes, and more a crushing than a hammering
— if you try to drive a form like that into a steel plate, including for a moment the
frames and the bulkheads behind it, you crush and deform that plating, and the bows
bent the plating in a certain distance, and then burst the plating, and that plating on
the starboard side remains pretty much where you started. But the plating on the
other side, that is on the port side of the bow of the Storstad, is driven forward, and
inwards, and is rolled over, and that rolling of the plating of the. Empress occurred on
the port side in which is this bay on the side of the stem of the Storstad.

7345. Q. That is to say, to put it in ordinary language, the nose of the Storstad
is found inclined to the port side? — A. That is correct. That plating, my Lord, that
I speak of, is rolled over and couldn't get out of the way, because I bring this vessel
in near a place or at a place on the side of the Empress where there are heavy resist-
ances. When I first made my contact, my longitudinal contact, I thought I was on a
bulkhead, on one of the main bulkheads of the ship, and I assumed that was the case,
because it had been stated so frequently that this bulkhead had been broken, so I
assumed that I had struck it close up to the bulkhead, that is that the Storstad had
stnuck the Empress there, and that the stem had gone on beyond it and punched that-
bulkhead and broken it. Althought I couldn't understand why, again, this stem bar
had ishown no marks upon its face, because a bulkhead is full of angles, it is criss-
crossed with angles ; and on the steel that is on the face* of this stem, there was abso-
lutely no mark, except a little plating torn away from it.

7346. Q. Now, let me ask a question — assuming that the blow was not, as I take
it clearly it was not, a straight on-end blow, but was a slanting blow? — A. Yes, my
Lord.

7347. Q. Would you expect to have the edge of the stem affected? — A. No, my
Lord, not at an angle of 45 degrees, which I am taking for the entrance.

7348. Q. And you did not find it affected?— A. No.

7349. Q. If it had been a blow at right angles you would have found it affected?
— A. I should have found it broken, my Lord, for certain.

7350. Q. And it was not really broken, so therefore it was not really a direct
blow at right angles ? — A. I did not so find it, my Lord. m

7351. Q. And the evidence shows, apart from the fact that the stem is not broken
— this bar you have made on your model — it shows that the impact was not on the
stem? — A. Absolutely, I think.

7352. Q. Then it was a side blow ?— A. That is correct, my Lord.

7353. ; Q. Now will you proceed, Mr. Reid ? — A. After the anchor had done its work
along the stem it was caught between the two decks and driven right through the

REID. .

460 MARINE AND FISHERIES

5 GEORGE V., A. 1915

hawse-pipe, and plating, and brought up all standing twelve feet six inches abaft its
original position, as near as I could measure it, into a sort of pocket which it formed
in the plating. I found the anchor-flukes projecting in a very ugly fashion, as if they
had been in the wreck of the Empress on the starboard side of the Storstad.

7354. Q. Now will you tell me about that — the anchor was presumably in the
hawse-pipe before the collision? — A. Yes.

7355. Q. How big is the hawse-piping? — A. Two and a half to three inches, my
Lord, with a very heavy mouth.

7356. Q. The anchor was on the starboard side of the ship? — A. There is an an-
chor on the starboard and one on the port.

7357. Q. But the anchor you are talking about is on the starboard side of the
ship? — A. Yes, my Lord.

7358. Q. And that was driven in, I understand, into the hawse pipe, and the
hawse pipe is broken ? — A. Yes, that is correct:

7359. Q. Are you of opinion that it was the side of the Empress that drove that
anchor into the hawse-pipe and caused the hawse-pipe to be broken? — A. Certainly.

By Mr. Haight:

7360. Q. Mr. Reid, will you please refer to the exhibits, the photographs, which
show the position ?

Lord Mersey. — Well, Mr. Haight, I don't like photographs. They are most decep-
tive to me? — A. I only wish to use them, my Lord, to show certain very prominent
traces of certain parts of the Empress.

7361. Q. Well, if you use them for that purpose, we shall be able to follow them,
but I should be sorry to accept these photographs as demonstrations of what we would
see if we were there ? — A. I shall not use them for that purpose, my Lord.

7362. Q. Don't you agree with me, Mr. Eeid, that photographs are deceptive? —
A. Very deceptive, my Lord. I tried to scale some and I found it impossible.

By Mr. Haight :

7363. Q. But the photographs filed as Exhibits D and E do show the position of
the anchor and the hawse-pipe ? — A. Yes, they show it fairly well.

Lord Mersey. — My colleague on the left (Sir Adolphe Routhier) has not seen the
stem of the Storstad, but my colleague on the right, (Chief Justice McLeod), and I
have seen it. The witness described the look of this anchor very well, when he said it
was a very ugly looking thing.

7364. Q. Now, look at these photographs wThich Mr. Haight wants you to look at ? —
A. Yes, this one that your Lordship has just handed to me is the other side of the ship.

7365. Q. The other side ?— A. Yes, the port side.

7366. Q. I was going to ask you about that — I thought that seemed to be a photo-
graph of the port side? — A. Yes, and it is the starboard side that I am describing, my
Lord. When I looked at this I was wondering about it, and then I realized it was a
photograph of the port side.

7367. Q. Then, this one that I hand you now is a photograph of the starboard side
of the Storstad f — A. Yes, my Lord, that shows the position of the anchor on the star-
board side.

7368. Q. Yes? — A. I consider, my Lord, that the position of that anchor, brought
up, on the starboard bo^w of the Storstad, shows one of the limits of the penetration of
the Storstad. That is to say, the anchor was caught in the side of the Empress and the
Storstad pressed on. The Empress carried that anchor back, crushed all the plating up,
and brought it to rest at a certain point, and there the Storstad came to rest on that
side.

7369. Q. Now, can you tell me how far the damage to the stem of the Storstad
extends towards the stern ?— A. Not more than 14 feet, my Lord, from the original stem.

REID.

EMPRESS OF IRELAND— STORSTAD COLLISION 461

SESSIONAL PAPER No. 21b

7370. Q. That is on the starboard side? — A. Yes, on the starboard side. That
allows 12 feet 6 inches for the movement of the anchor, and two feet from the original
stem, making altogether, about 14 feet 6 inches on the side of the ship.

7371. Q. You know you have been assuming all the time that the blow was a
slanting blow. I suppose you cannot fix with absolute precision the angle of the blow?
— A. Very closely, my Lord.

7372. Q. Then taking your best judgment, as to what the angle of the bow was, how
long, along the skin of the Empress, was the blow felt ? In other words, for what length
was the skin of the Empress opened? — A. About twelve feet at this point. I have a
drawing of the hole as near as I can make it.

7373. Q. But I don't understand that, because you say the stem of the Storstad
is damaged to a length backwards towards the stern of 14 feet 6 inches ? — A. Correct.

7374. Q. Well doesn't it follow that to that extent the starboard side of the Storstad
must have found its way into the hull of the Empress? — A. In a diagonal line, yes.

7375. Q. Now can you determine for what length the skin of the Empress must
have been cut ? — A. The distance between this point and the opposite point here, because
the Storstad goes in to the Empress on this side, and gets the other side also into the
hole in the Empress, that is the port side of the Storstad as well. The bow has already
penetrated. Here is the line of the Empress in this direction (indicating).

7376. Q. But I don't think you understand what I mean — bring the model here and
I can show you —

By Mr. Haight:

7377. Q. If your Lordship will allow me — have you, Mr. Keid, prepared a drawing
showing the malformation of the decks of the Storstad and the approximate angle of
contact? — A. Yes.

7378. Q. Now, looking at the drawing, this is the starboard side here (indicat-
ing) ? — A. Yes.

7379. Q. And according to the evidence, the starboard side of the Storstad, you
know, struck the starboard side of the Empress? — A. Yes.

7380. Q. And it penetrates into the Empress as far as that (indicating) ? — A. Yes.

7381. Q. But it is not a blow that way, but it is a blow in the other direction — now
then, can you tell me, it struck the Empress there, and it injures its own stem back
to the point that you have indicated. Now in doing that, what length did it open the
side of the Empress? — A. It cut it open much less than that, because this is the final
position of the Empress relative to the Storstad. Here is the other side over here, and
the stem has penetrated at an angle of about 45 degrees, and the hole left is the distance
from there around to here (indicating).

Lord Mersey. — Well, that may be so.

A. It is rather important to get that right, my Lord, and I have a plan here which
shows that.

7382. Q. Well show it to us?— A. Here is the original of that plan, my Lord, if
your Lordshp would prefer to look at it.

Lord Mersey. — No, the blue print is very good.

Mr. Haight. — My Lord, there are seven copies of that plan made so that every mem-
ber of the Board could have one. That is a blue print made from a tracing.

By Chief Justice McLeod:

7383. Q. Which is the black dotted line there?

Mr. Haight. — The black dotted line, my Lord, indicates the malformation.

Chief Justice McLeod. — Yes, I know, but on the blue prints how are we to dis-
tinguish them ? There is supposed to be a red dotted line as Veil.— A. The red dotted
line was copied off the original exactly, my Lord, we couldn't colour the prints.

REID.

462 MARINE AND FISHERIES

5 GEORGE V., A. 1915
By Lord Mersey:

7384. Q. Now what is this red dotted line which appears white on the blue print?
— A. That is the deformation of the decks below the top deck of the Storstad.

By Chief Justice McLeod:

7385. Q. This is the Storstad?— A. Yes.

7386. Q. And you say that shows what — A. The limit of damage on the top deck,
which was swept by the deck of the Empress that penetrated just under. In other
words, the Empress deck shoved our forecastle head to one side.

7387. Q. And the distance to the bow is 14 feet 6 inches? — A. That is where the
anchor came to rest, and from here to here is 14 feet 6 inches.

By Lord Mersey:

7388. Q. Now, after that entered* the Empress, is it not possible that after enter-
ing the Empress that^ might have made a wound in the side of the Empress much
longer than 14 feet 6 inches ? — A. No, my Lord, it is not possible.

7389. Q. Now, supposing I take a knife and put it into a piece of butter, and I put
it in that deep and put it in sideways, can't the knife come out and make a hole in the
butter twice as long as the mark will show on the knife? — A. The other side of the
knife gives you the margin of the other side of the hole, unless you twist the knife.

7390. Q. No, I don't twist it, I just run it along? — A. Then the other side of the
knife gives you the other side of the hole you have made.

7391. Q. I daresay you are right, you know, but I can't quite see it. Now I take
a piece of paper — there is the side of the Empress we will say, this piece of
paper? — A. Yes, my Lord.

7392. Q. And I put a knife into the piece of paper. It enters there. Now my
knife is damaged down there, but may not the piece of paper be damaged almost its
whole length? — A. You are not going in fair, my Lord. You are not going in straight
on end.

7393. Q. No, it didn't go in straight on end. It went in slanting. — A. But we
have to think of the whole of the Storstad as a knife.

7394. Q. Yes, and can't the Storstad in running into the Empress run in that
way, the way I have shown with the knife on the paper? — A. There was no glance in
that way.

7395. Q. What do you mean by a glance? — A. You are driving that knife along
the side of the Empress, but the Storstad is a knife, and had carried on in her course.

7396. Q. But is there any reason to suppose that she didn't move as I suggest? —
A. Yes, every reason.

7397. Q. Well, what reason? — A. Marks on the side of the Storstad.

7398. Q. But it is possible, never mind the marks at present — it is possible that the
blow may have ripped open a great deal more of the side of the Empress than is
represented by that diagram? — A. Only if it was a glancing blow along the side.

7399. Q. But wasn't it a glancing blow? — A. No, my Lord, it was a direct blow.

7400. Q. What do you mean by a direct blow ? — A. A blow of 45 degrees on the
side of the Empress.

7401. Q. Well supposing it a blow of 60 degrees or 70 degrees, a blow that would
become somewhat more of a slanting blow? — A. Well in that case you would have
ripped along the side of the Empress.

7402. Q. I know, and what I would like to know is this. Isn't it possible that
that kind of blow was delivered to the Empress? — A. Not on the evidence I have, my
Lord.

7403. Q. But could it have happened? — A. Certainly, you could have had a rip-
ping blow. It might have turned and ripped along the Empress side.

REID.

EMPRESS OF IRELAND— STORSTAD COLLISION 463

SESSIONAL PAPER No. 21b

7404. Q. Well that is what I am suggesting, but you say the evidence points to
the fact that there was not such a blow? — A. Correct.

7405. Q. Now I am prepared to listen to your explanation with regard to that.
I only wanted to know whether there was anything wrong with my idea?

Mr. Haight. — As I understand it, my Lord, that represents really the part of the
stem of the Storstad which penetrated into the plating of the Empress, and the angle
at which it pentrated — that distance there (indicating) would therefore be the hole
through the side of the Empress.

Lord Mersey. — Unless it slid along.

Mr. Haight. — Yes, my Lord, unless it slid along.

Lord Mersey. — What I am putting to Mr. Keid is this :

7406. Q. Isn't it possible that it may have slid along? — A. Not in my opinion,
my Lord.

7407. Q. You say the indications show that it did not? — A. That is correct, my
Lord.

7408. Q. Now will you please explain to me again what are the indications that
lead you to suppose the stem of the Storstad went in in the direction as drawn by Mr.
Haight, and as shown by you on your plan, that is to that extent, and then came out
again without moving — if you know what I mean by without moving, simply backed
out — that it drove in and then drew back again. — A. I don't consider it did that, my
Lord, it turned.

7409. Q. But it didn't advance? — A. No, it didn't advance.

7410. Q. It didn't go towards the rear, but it went in, and, if I may use the ex-
pression, wriggled out again? — A. Yes, that is correct.

7411. Q. Will you tell me what leads you to that conclusion? — A. On the side
here, at the point which I find for the contact of the Empress, on the stem, on the
starboard side you have very prominent indications of the decks of the Empress. The
Empress decks cut into us, and we cut in between them. They were very strong things
with very heavy beams and did not give way as readily as the plating, and scored our
side. First of all, the Empress shelter deck, passing over our forecastle, swept it right
back to the black line I have shown on my plan. The upper deck was^almost opposite
to our upper deck, and ran the anchor back. The main deck scored deeply in her. The
lower deck made a. slight trace, and the orlop deck left an impression which is above
the scarf of the stem which we discussed before.

By Mr. Haight:

7412. Q. Do the indications show that? — A. Yes, but I will come to them a little
later.

On the other side, my Lord, the decks acted somewhat similarly. Tfrey show also
on the port side of the Storstad's bow, and the marks they made in the plating point,
as I explained, to the fact that the plating of the Empress rolled over, as I explained
it before. The plating gave way, but the decks did not give way ; they held as far as
they could, and we crushed the hull and split the plating — that is my plating was split
somewhat and the plating of the Empress was rolled up in the bay on the port bow of
the Storstad, as I have explained.

7412£. Q. Did you notice at a point where one of these decks comes a very promi-
nent depression ? — A. Yes, I noticed a very prominent depression, which I was certain, if
1 could find out the meaning of, that is what had caused it, that I could know pretty
accurately where this blow had taken place. I found later, by looking at the plans of
the Empress, that this big depression at the level of the main deck was caused by a
pad of iron and wood, which projects under one of the large gangways or coaling port?,
and projects beyond the side of the Empress, I suppose about six or nine inches, but
I haven't that figure exactly. Then about five feet above that, I found an impression

REID.

464 MARINE AND FISHERIES

5 GEORGE V., A. 1915

of a side-light very prominently stamped in under the port anchor. That light is of
a smaller size, which indicates it was a main deck-light, and I know that of course
anyway, by the position of the decks.

7413. Q. You mean on the port side of the Storstad' s bow, you saw this mark? —
A. Yes, on the port side. The Storstad, being driven aft, was crushed against the
Empress, and this pad and the side-light were crushed across the ship into the centre
of the ship, pointing to some very great force having squeezed the anchor through its
hawse-pipe. It was also broken, as on the other side, and left the anchor sticking prac-
tically in the centre of the ship, which is not a very great diversion, because she is •
narrow here.

That points to this, my Lord, that the ship had gone -in, crushed its way into the
Empress, and brought up all standing, because the features I have referred to are on
the far side of the point which I chose for my hole in the Empress. That was an ar-
bitrary decision, that I chose, and I had a very small plan of the Empress, and didn't
know that the bulkheads were stepped, that is, I didn't know that this bulkhead No. 5
was stepped at the main deck, and I thought I had found that bulkhead with the face
of the stem.

It was only two days ago I found that the bulkhead was 15 feet further forward.
That caused me to overhaul all my theory, and I found that I was right with that posi-
tion, and on one of the figures I discovered the mark of that bulkhead. That is only
a trace upon our stem, and it is a very faint one, of No. 5 bulkhead. It doesn't make a
depression in our side of more than an inch or an inch and a half. In other words, we
didn't hit that bulkhead except when the energy of this blow was being dissipated. It
was partly spent in generating heat, partly in crushing in the Empress, partly in the
. Empress crushing us in, and partly in careening both vessels : I believe that blow
p ashed the Empress over bodily a little, and pushed the Storstad a little the opposite
way, and that brought our lower portion against the side of the Empress, and we just
got a trace of that No. 5 bulkhead, fifteen feet away from the point that I had considered
was the point of contact, which is practically amidships, and which corresponds, I might
say, with the room of which we found the tablet on the bow.

The nature of this damage, and the size of the hole caused by it, is best determined
by looking at thfe damage done to the forecastle head, because the shelter deck of the
Empress nipped off our stem, and swept this deck. The starboard side was crushed in
and heaved up ; the port side of the deck did not sustain any serious damage, kept to its
shape, and the vessel is so heavily plated to carry the windlass and various other equip-
ment there, that if there had been, any further penetration the damage would have
extended back to the windlass.

I have drawn a line on that plan, showing the limit of the damage, but not to
indicate the extent of the penetration, only the extent of the damage on the forecastle
head.

The starboard anchor, I believe, shows the conclusion of the blow on this side. This
point (indicating) shows the conclusion of the blow on the port side.

By Lord Mersey:

7414. Q. Do you mean the conclusion of the blow or the conclusion of the damage,
because I should have thought the blow hit your ship upon its starboard side, and I
don't quite see how, having a slanting blow, you can have a blow on both sides? — A.
This is the other side of the hole in the Empress, my Lord.

7415. Q. But you are at present showing the Storstad?— A. Yes, but this is where
the hole in the Empress forced its marks on the bow of the Storstad. One side of the
hole is here.

7416. Q. But the way you put it is that the Empress caused the damage to the
Storstad— isn't it better to say that the damage was done by the Storstad to herself by
driving herself into the Empress? — A. It is a mutual affair, my Lord.

RF21D.

EMPRESS OF IRELAND— STORSTAD COLLISION 465

SESSIONAL PAPER No. 21b

7417. Q. Well, you rather put it as if it was the Empress that was destroying the
Storstad, and isn't it the right way to put it that it was the Storstad destroying the
Empress — of course, that is a mere thought? — A. I merely wished to illustrate the
extent of the peneration along the line of the Empress' side.

7418. Q. Yes, we were talking about the blow on the port side of the Storstad? —
A. Yes.

7419. Q. Well, now, I know that the port side of the Storstad is damaged, but I
should have thought the blow came first on the Storstad' s starboard side? — A. That is
correct, my Lord.

7420. Q. And then I don't know what other blow ever came. Of course I can
understand that the port side was damaged. If I am wrong, don't hesitate to contra-
dict me, for I am just trying to find out? — A. No, you are quite right, your Lordship.
I am merely trying to show the cause of this result. I wish to show on the starboard
side where the anchor came to rest, and that would be the limit of the effect of the
blow on that side, and that would be on the forward side of the hole in the Empress.
And here on the port side I am trying to show the limit on the Storstad of the aft
side of the hole.

7421. Q. And you say that is not so far back? — A. No, your Lordship, not so far
back. All these indications, your Lordship, bring me to the conclusion that I had
given too large an angle at 45 degrees, that the indications do not conform to that
angle. I believe that 40 for the angle of contact is right, or in that neighbourhood,
and to pull her farther down the angle of contact is sensibly less than that, about
thirty degrees along the ship's side, and I attribute that fact to this careening of the
Storstad.

7422. Q. Would you take a piece of paper and mark down the two vessels? We
have some little models here, and if you would put the two vessels in the position in
which you now believe they were at the first moment of impact, I would be very glad.
— A. I cannot do it with these two little ships, my Lord, because they do not show
what I want to bring out. I would rather try and draw it, because these are too small.

7423. Q. Now, will you show me first what you really believe to be the relative
positions of these two ships at the moment of the contact ?

(Witness drew diagram on sheet of paper indicating angle.)

Lord Mersey.— Look at this, Mr. Haight. Is that your information?

Mr. Haight.— Yes, my Lord.

Lord Mersey.— Look at this, Mr. Aspinall.

Mr. Aspinall.— My Lord, may that be filed?

Lord Mersey. — Yes.

(Diagram filed and marked Exhibit No. 20.)

Lord Mersey. — I am going to ask you to make us another. Give Mr. Keid the
pad again. Now, Mr. Reid, as I understand, the stem of the Storstad, driven in at
this angle, remained in the side of the Empress without going along the side of the
Empress either towards the stern or towards the stem, but somehow or other — you call
it wriggling — it got out. Can you show us on that other piece of paper the angle at
which these two ships were when they parted? — A. (Witness). That is a very diffi-
cult thing to do at all accurately, my Lord.

7424. Q. Do the best you can. I want your idea of what was happening to these
ships during the short space of time the stem of the Storstad was inside the hull of
the Empress. — A. May I explain that with the two vessels together, the Storstad in
the Empress, when the Storstad comes to rest it has almost hooked itself into this gap.
The stem has turned over and it has gone in behind the rolled over plating and up
the side of the gap and there is a hook action there. It is small on a ship of that
size but it exists. Just when, as the Storstad swung away from the Empress and

215-30 ' ■ R;:tD'

466 MARINE AND FISHERIES

5 GEORGE V., A. 1915

widened the angle between them, that hook action let go so as to allow the Storstad
to get away is a very difficult thing to determine.

7425. Q. Put the Empress in the same position that you have put her on the other
piece of paper and then imagine what is the alteration of her position. Now put the
Storstad in the position in which you believe she was when she unhooked herself from
the vitals of the Empress? — A. I imagine that if we allow a swing of about something
like 100 degrees from the original position to the position at which she departed we are
right.

7426. Q. Well then put it in and show us. — A. This is the original position and
this is the position at which she departed. It is very difficult to get the exact point
where she left (witness indicated on piece of paper).

7427. Q. "Where will you put the stem of the Empress? — A. Here; this is the
initial position of the stem of the Empress.

7428. Q. No, the Empress. — A. Oh, the Empress; this is the Empress here (indi-
cating) .

7429. Q. How have you got her stem? — A. Here. Here is the original position
of the Storstad at 45 degrees of the centre line of the Empress and here is the swing.

7430. Q. The Stonstad struck the Empress on the starboard side. — A. Well, we
will have to put the stem here and the stern there.

7431. Q. Make the drawing again. (Witness made another drawing) and submitted
it to Lord Mersey.) — A. An angle of 3 in about 100 degrees.

7432. Q. Then you think when she got clear there was nothing to prevent the
Storstad backing staight away into the sea? — A. There would still be a tendency to
continue her swing.

7433. Q. She would then swing out entirely. This picture shows us the stem of
the Storstad still inside. What I really wanted was the position of the two ships when
the Storstad first got quite clear of the Empress. — A. That was not my understanding
of your Lordship's wish.

7434. Q. I want, first, the position at the moment of impact and then I want the
position at the time they parted: Here you show the Storstad still with her nose
inside the Empress. — A. I am giving you that point at which she was free in a way.

7435. Q. There was the hooking operation inside of the Empress? — A. Correct.

7436. Q. And then there was nothing to prevent the Storstad from swinging right
out into the sea. — A. That is correct.

7437. Q. And clear of the Empress — that is the meaning of it. Let that be
marked. (Drawing filed and marked exhibit No. 21.) — A. I have dealt with the
extent of this penetration. .

7438. Q. I think very clearly. — A. I wish now to say that I have had a little
opportunity to measure that penetration from the side of the Empress square inwards
and that to the best of my belief it does not exceed 8 to 10 feet from the shell plating
of' the Empress square inwards. I have got an angle of 40 degrees for the initial blow
upon the Empress' side measured

7439. Q. You mean, of course, measuring straight inwards from the shell of the
Empress at right angles? — A. That is correct.

7440. Q. You say that any damage would not exceed 8 to 10 feet measuring at
right angles from the shell of the Empress? — A. That is my belief. I find an angle
of 40 degrees for the initial blow measured between the centre line of the vertical
plane of this ship and the vertical line of the centre plane of the Empress. Lower
down I find contacts at a lesser angle — as low as 30 degrees — measured in the same
way, which I attribute to the fact that as the boat hit so high up as she crashed into
the Empress she still continued on her course but careened to a slight extent and this
lesser angle would bring this side of the Storstad into contact with the Empress.
Otherwise, she could not have reached No. 5 bulkhead at all; she could not have,
touched it.

REID.

EMPRESS OF IRELAND— STORSTAD COLLISION 467

SESSIONAL PAPER No. 21b

7441. Q. As you, in your opinion, believe she did?— A. We did touch it, I think.
7441£. Q. No. 5 bulkhead is between the two boiler spaces ? — A. That is correct.

7442. Q. And if you injured it even to the comparatively small extent that you
suppose, it would have had the effect of destroying that bulkhead as a watertight
bulkhead ? — A. I do not like the word ' destroying.'

7443. Q. What I mean to say is that it would no longer act as a watertight
bulkhead ?— A. It might be deformed by our contact, but it was so light that I do
not see how it could have injured) its watertight character.

7444. Q. In your opinion, was there no breach between the two boiler compart-
ments?—A. I do not see how there could have been that breach with the contact
that we had with the bulkhead.

7445. Q. You know you have told me that the indication was very slight, but I
assume that though it was slight, nevertheless it destroyed that bulkhead as a water-
tight bulkhead? — A. No, I do not think so.

7446. Q. Is your view that only one compartment of the Empress was at first
flooded? — A. The water entered one compartment at first only.

7447. Q. And never flooded through any opening made by the Storstad between
the two boiler spaces? — A. That is my belief.

7448. Q. Assuming that she was built so that she would float with any two com-
partments full of water, if you are right and there was only one compartment full of
water — you agree that there would be only one? — A. There would be one.

7449. Q. There would be only one full of water and the remainder must have
come in through the portholes that were left open? — A.

By Sir Adolphe Rcuthier:

7450. Q. Had the Empress inflicted some damage on the Storstad? — A. Yes,
my Lord. You see it on the large photographs. It might be described as a vertical
mark.

By Lord Mersey:

7451. Q. That is your suggesion? — A. Yes, your Lordship.

Lord Mersey. — Speaking for myself, I think I understand it. Do you want to
ask any further questions, Mr. Haight?

By Mr. Haight:
74^52. Q. Will you be good enough now, if the court will permit, to refer to the
various photographs, not as mathematically accurate, but as showing approximately
the marks on the decks and the other traces which you have described more accu-
rately. Run through each exhibit in turn, Mr. Re'id, beginning with ' F-8.? — A.
I would rather go backwards and begin with Exhibit ' 7-F.'

7453. Q. The last photograph? — A. Yes. This (referring to 7-F) is the starboard
bow of the Storstad. You see the broken hawsepipe snapped through the middle of its
mouth. That was done by this anchor.

By Lord Mersey:

7454. Q. I do not quite see in this photograph the hawsepipe? — A. This is a frag-
ment of the mouth of the hawsepipe and the anchor was hanging against that and
smashed it. Going down one strake of plating from the hawsepipe you find a horizontal
score very prominent from the bent, in side of the bow going aft of the anchor.

7455. Q. Where? — A. At this point. Just under the strake of the plating you find
a horizontal score. This is the main deck of the Empress. The other decks are shown
very faintly at their corresponding distances from that deck and there is the mark of
the bulkhead at this point here.

7456. Q. What is it on this photograph? — A. It is that vertical line.

Ri:iD.
216— 30^

463 MARINE AND FISHERIES

5 GEORGE V., A. 1915

7457. Q. Is there anything" in the appearance of this vertical line on the starboard
side of the Storstad which would convey to you an idea of the extent and character of
the damage done to No. 5 bulkhead ? — A. Yes.

7458. Q. What is it? — A. It is the fact that the trace of the contact is faint. The
end of the bulkhead is an exceedingly strong thing, it is supported by very heavy angle
bars and violent contact would have marked our vessel much more prominently — equally
prominently with the deck — and there is only a trace of it.

7459. Q. Did you ever see such a thing before? — A. I never examined such a
proposition before.

7460. Q. I understand you to say: I saw a mark on the side of the ship which is
faint and therefore it was made, in my opinion, by a bulkhead, but I say that the blow
upon the bulkhead did not destroy its character as a water-tight bulkhead. Is that what
you say ? — A. That is my belief.

7461. Q. I suppose it does not require any engineer to verify that? — A. Anybody
looking at this photograph would say that this is a very faint trace of such a powerful
piece of material to be left upon the Storstad.

By Chief Justice McLeod :

7462. Q. You come to that conclusion because you do not see any sufficient
vevidence on the stem of the Storstad that it broke that bulkhead ? — A. I do not.

**■ By Lord Mersey :

7463. Q. You say that it struck the bulkhead but you believe it did not break it?
— A. The side of the Storstad struck the bulkhead but did not break it. Exhibit " E "
is simply the same photograph from a slightly different standpoint.

By Mr. Haight:

7464. Q. Please show the trace of the deck on the Empress. It is a clearer print
than the others.

(Photograph Exhibit 'E' shown to the Court).

By Lord Mersey:

7465. Q. Where is the perpendicular line of No. 5 bulkhead? — A. It is not shown
on that photograph.

7466. Q. Why not?— A. Because the photograph has been taken from a differ-
ent point and it does not appear.

7467. Q. Does not the photograph include the part on which the perpendicular
line was visible? — A. No, it is not in that photograph.

7468. Q. Are these photographs taken on the same scale? — A. They are fairly on
the same scale but I found it quite impossible to scale them except in the neighbor-
hood of the stem where the Storstad's actual draught marks are still shown, but one
can get an approximation of distances.

7469. Q. You cannot tell us from these photographs how far the vertical line that
you say marks the line of the impact with No. 5 bulkhead, was from the stem ? — A. I
can get an approximation to it.

7470. Q. Can you tell from the first photograph ?— A. About 16 feet, not from
the face of the stem but from the bend.

7471. Q. What bend? — A. This bend here; this is the edge of the bend that the
stem took. I am not measuring from the face of the stem because that is around the

corner.

7472. Q. How far is it towards the stern from the point you can see on the pho-
tograph?—A. About 16 feet.

7473. Q. Take photograph ' E ' and tell me to what extent the photograph shows
the starboard side of the Storstad from the stem towards the stern ?— A. It is- about

three-quarters of that.

REID.

EMPRESS OF IRELAND— STORST AD COLLISION 469

SESSIONAL PAPER No. 21b

7474. Q. What is the next? — A. Exhibit 'D'. That indicates the contact of these
decks but I wish particularly to refer to this indication of the striking of this pad
which is shown on the port bow just below the second strake of plating going down
from the deck.

7475. Q. Then let us come to 'C? — A. 'C only shows this peculiar hooking of
the bow. It shows the port side with the bay which I referred to.

7476. Q. I should think that this is a photograph that might be very deceptive.—
A. Yes, that photograph is very deceptive; it is quite useless for practical purposes.

7477. Q. Now 'B\ — A, 'B' shows the nature of the displacement of the port an-
chor, the driving of it into the centre of the vessel and also the traces of these various
decks. They are quite faint.

7478. Q. What is " A " ?— A. " A " shows practically the same view but indicates
rather more clearly the fact that our upper deck space further back was not very much
deformed nor very far back.

7479. Q. I see some boards hanging from the stem of the Storstad. Are they
attempting to repair the stem? — A. No, these boards were put up so that we could
make measurements.

7480. Q. They were put up for your convenience? — A. Yes.

By Mr. Eaight:

7481. Q. Do any of the photographs show the imprint of the dead light you spoke
of? — A. They are very faint. The dead light is seen but it is extremely faint.

By Lord Mersey:

7482. Q. Where is that? — A. On the port side. You get it on the first photo-
graph. May I point it out?

7483. Q. Yes, do. — A. That is it in there; it is rather hidden by the shadow line.
Lord Mersey. — To my mind, these photographs are no good whatever.

Mr. Haight.' — It is very hard to get the ship into court and so some photographs
are better than nothing.

Lord Mersey. — In my opinion Mr. "Reid's plan is of far more value than the
photographs.

By Mr. Haight:

7485. Q. Will you please sum up, Mr. Keid, your final conclusions as to the angle
of initial contact ? — A. 40 degrees.

7486. Q. Second, as to the extent of penetration inboard? — A. 8 feet to 10 feet
from the side of the Empress measured at right angles.

7487. Q. Third, as to the probable movement of the two vessels after they came in
contact and before they separated? — A. Relative to the Empress, the Storstad appears
to have swung to about 100 degrees and then cleared.

7488. Q. Are you able to form a judgment as to what caused the Storstad to swing
around so much ? — A. It is not easy to form an absolute judgment, but I consider that
the Empress must have had a motion through the water when struck.

By Lord Mersey:

7489. Q. Are you able to form any opinion as to the rapidity of the movement? —
A. Of the Empress?

7490. Q. Yes. — A. No, I do not care to make any estimate particularly.

By Mr. Haight:

7491. Q. Have you, Mr. Reid, examined the plans of the Empress particularly in
reference to the shape of her stern? — A. Certain of the plans which we obtained do
show the form of the stern, but they do not enable me to make any conclusions or any
estimate of an exact nature.

REID.

470 MARINE AND FISHERIES

5 GEORGE VM A. 1915

^ 7492. Q. Do the plans which you have examined give you an idea that her stern is,
or is not, moulded as the stern of a vessel of that character is ordinarily built to-day or
was built when she was originally constructed ?— A. I consider that the stern at certain
draughts is much fuller than usual.

7493. Q. Mr. Hillhouse yesterday admitted that the lines were fuller but could not
give any further definite statement as to how much fuller. Can you give us a general
idea as to how much fuller they are? — A. No, I cannot give you any figures, which
would be the only way to indicate the extent of this increased fullness.

7494. Q. As I understand, the increased fullness beginning with the beam of the
ship towards the stern at certain draughts is greater than you ordinarily find ? — A. That
is correct.

7495. Q. What effect does the fullness of the hull of the vessel at that point have
upon her rudder? — A. It is very apt to cause a drag which would interfere with the
efficiency of the rudder.

7496. Q. What do you mean by a drag? — A. The water on the sides does not flow
naturally to the rudder.

7497. Q. Naturally it should flow how? — A. So as not to cause any eddying or
wake — eddies in which the rudder acts.

7498. Q. And being full how does it flow? — A. I cannot tell you how the water
flows.

7499. Q. You mean that fullness tends to cause eddies? — A. Perfectly.

7500. Q. From your knowledge of the designing and building of ships, and the
study and examination of such plans as you have had, state in your judgment what
effect the fullness of the Empress would be likely to have upon her steering. Are you
able to say whether with lines such as that she would or would not be a well steering
vessel ? — A. I simply say that she would not be a good steering vessel by the fact that
it is a matter of common knowledge that she did not steer well.

By Lord Mersey:

7501. Q. What do you say? — A. It comes to one's knowledge — one familiar with
these ships — that they were defective in their steering qualities.

7502. Q. Will you tell me the facts upon which you rely when you state that as
your conclusion? — A. I have looked repeatedly at the model of this vessel and I have
noticed this extreme fullness which is very unusual in a boat of that height and speed.
I judged that there might be this difficulty in steering her from the fact that the water
would not flow evenly and naturally towards the rudder. One also realizes that these
boats have been on the dry dock and their rudders changed.

7503. Q. When did you get to know that ? — A. I had put these two things together
and I had judged that if this design was efficient in steering they would not have taken
steps to make the change.

7504. Q. These are the only facts ? — A. These are the only facts.

7505. Q. I had rather judged that you were relying on some reports which you had
seen to the effect that this was not a good steering vessel. You base your opinion on
this admitted fullness at the stern? — A. Correct.

7506. Q. Which means as I understand the breadth of the stern. Then you say
further that at one time that had to be corrected by an increase of the area of the
rudder. I do not know, but I ask you would that improve her steering Qualities? — A.
Yes.

7507. Qi. Therefore, she would be a better steering ship at the time she sank than
she was when she first put out to sea? — A. I expect that was so.

7508. Q. But nevertheless, you say, judging from the plans, that she was not a
good steering ship? — A. That is correct. I find the rudder very small.

7509. Q. Do you think that the rudder was not sufficiently large after the altera-
tion ? — A. I have only had access to the plans which were taken from the working

REID.

EMPRESS OF IRELAND— STORSTAD COLLISION 471

SESSIONAL PAPER No. 21b

drawings of the ship and I expect that these plans do not show the addition to the
rudder.

7510. Q. Of course they do not because the addition to the rudder had not been
made when those plans were drawn. — A. It is the only plan I have had access to.

7511. Q. Therefore, you do not know what the additional area of the rudder is ? —
I have seen the figures which Mr. Hillhouse has given us.

7512. Q. Is it, in your opinion, not sufficient? — A. I think the area is still small.

7513. Q. Did you ever know Mr. Elgar? — A. I did.

7514. Q. Was he not a very highly skilled man? — A. The very highest in that
line.

7515. Q. A person whose judgment on a matter of this kind would be entitled to
great weight? — A. Absolutely.

By Mr. Haight :

7516. Q. Was the moulding of the stern of the Empress a departure when she was
originally designed? — A. It was a departure.

7517. Q. According to your knowledge of ship-building and designing have the
ideas which were first tried in the designing of the Empress been subsequently made
general use of? — A. No, the Empresses had rather peculiar sterns which were not fol-
lowed later although the same effects have been got in.

7518. Q. Having obtained the same effects, just what has the difference been in
the moulding? — A. That would take quite a long time to explain.

7519. Q. Roughly. You say the same effects have been obtained. I want to know
how much the present moulding that gives you the same effects differs from the
Empress? — A. Simply they have carried all the stern lines of the ship much farther.

By Lord Mersey :

7520. Q. That is what I understood you to say already? — A. Not exactly.

7521. Q. You have not said it in the same words but in effect already. — A. No. This
is relating to the nature of the arrangement of the sterns of the newer ships which has
enabled us to get the same effects that they got in the Empress.

7522. Q. What is the effect? Is the effect to increase the carrying capacity of the
ship ? — A. This was not the intention primarily.

7523. Q. What was the intention ? — A. The intention was to get in that complicated
bossing arrangement in connection with the steering gear. They desired to get space
for it and therefore they carried the lines out in order to get that space.

7524. Q. I do not understand that. The object of this fullness is to find accommo-
dation for the steering gear? Now, you say this telemotor — is it not? — A. We are
coming to that, I should say.

7525. Q. I dare say we shall; but it was the telemotor A. No, it was the main

steam-steering gear.

7526. Q. You say that they could not manage to accommodate this steam-steering
gear in the later built ships without having this extra fullness? — A. They have this
extra fullness but they carry the fullness up to the deck and that is what is called the
cruiser type of steamer.

7527. Q. You have this extra fullness on the cruiser type of ship ? — A. Yes.

7528. Q. But you think it does not work in in exactly the same position? — A. (No
answer.)

7529. Q. Even to the present day ? — A. Especially at the present day.

7530. Q. What was there wrong about this fullness that seems to exist in the
cruisers still and which exists still in the Empress? — A. They have greatly increased
the area of the rudders in the cruiser, type.

7531. Q. Then you do not object to the fullness, but you think that if there is
fullness there ought to be a much greater area of rudder? — A. That is correct.

REID.

472 MAR1XE AM) FISHERIES

5 GEORGE V., A. 1915

7532. Q. And if there is a much greater area of rudder this fullness does not
matter? — A. It neutralizes the thing, sir.

7533. Q. If there is a sufficient area of rudder her steering will be all right and
the only complaint I understand you have against the Empress is that her increased
area of rudder was not sufficient? — A. That is about so.

7534. Q. That is really so ; that is your only complaint ? — A. That is correct.

7535. Q. Do you know how much they did increase the area of the rudder? — A. I
saw the figures this morning but I did not commit them to memory. They were handed
to us by Mr. Hillhouse.

7536. Q. Can you tell us what was the area of the rudder? — A. No, I cannot give
you absolute information on the subject.

7537. Q. Then why did you say the area of this rudder that you do not carry in
your head and which you are not prepared — ? — A. You asked for the two areas. I
have got orie all right but I have not got the addition in my mind.

7538. Q. If you have not got the figures in your mind why should you express the
opinion that it is not sufficient? — A. Because we have the percentages of the model
area.

7539. Q. Have you the percentage in your mind? — A. I haven't it in my mind.

7540. Q. If you have not got the percentages of the areas in your mind how can
you express an opinion? — A. Because I made a study of it this morning before I came
here.

7541. Q. Where is the study; let us see it. — A. It is on a piece of paper.

7542. Q. Well, let us see the piece of paper. — A. —

7543. Q. Mr. Haight. — The original memorandum which Mr. Sillhouse was good
enough to hand me this morning I left on my table and I have misplaced it. I asked
Mr. Hillhouse to write out exactly the same figures on another scrap log. These are
the figures (Mr. Haight handed witness a piece of paper).

A. (Witness). — Square feet of old rudder 185; new rudder 227; percentage — that
is the percentage of the immersed vertical plane of the ship to the water line — 1.25 per
cent; new rudder 1.53 per cent.

By Lord Mersey:

7544. Q. That is U per cent?— A. Practically.

7545. Q. Well? — A. I should expect larger percentages.

7546. Q. You think that percentage is not large enough? — A. That is my opinion.

7547. Q. Are there any technical works that show what the percentage ought to
be? — A. There are statements in one or two technical publications on this subject.

7548. Q. Can you tell me what they are?— A. I think that Sir William White's
work refers to it and there is also McCarrow's work.

7549. Q. Take Sir William White; what does he say? — A. I would have to get
the book to give it to you.

7550. Q. Do you not remember it? — A. No.

7551. Q. You would not pass an examination? — A. It is some time since I did,
your Lordship.

By Mr. Haight:

7552. Q. What, in your judgment, should approximately be the percentage of rud-
der to the immersed plane of a vessel like the Empress considering the formation of
her stern? — A. Not less than two per cent.

By Lord Mersey:

7553. Q. That is a very serious difference. It ought to have been one-third
larger than it was? — A. That is correct.

REID.

EMPRESS OF IRELAND— STORSTAD COLLISION 473

SESSIONAL PAPER No. 21b

7554. Q. You think Mr. Elgar made a mistake, and a worse mistake, because
Mr. Elgar designed it before the alteration was made? — A. That is correct.

7555. Q. I suppose that you claim that it is apparent that there was a mistake
when they changed it? — A. That is what I believe.

By Mr. Haight:

7556. Q. Do you know what is the average percentage of rudder area of the
cruiser type which is more or less similar in shape at the stern ? — A. When I referred
to cruiser sterns I did not refer to the sterns of cruisers, but I referred to the type
called by that name.

7557. Q. What is the average percentage on the cruiser type of vessel? — A. On
the latest vessels we have been getting 2-4. per cent.

7558. Q. Mr. Reid, will you please state, from your knowledge of the telemotor
system, what is meant, as far as the efficiency of the system is concerned, by the loss
of fluid in the pipes of the system ? — A. Of leakage ?

7559. Q. What would be the effect on the efficiency of the system of leakage? —
A. Intermittent working; I should expect intermittent working of the steering
valve.

7560. Q. The quartermaster of the Empress, on cross-examination, said that
sometimes when he put his wheel over on the Empress her head would not swing,
then, after putting his wheel back again to amidships and putting it over the same
way a second time, she would swing; would such behaviour indicate anything to you
as to the condition of the system? — A. A discontinuity of the fluid in the connecting
pipes, I should imagine.

7561. Q. What, from your knowledge of the system, would be the result of any
possible obstruction in the pipes? — A. A total breakdown.

7562. Q. Lord Mersey. — Mr. Aspinall, do you think yo ucould finish with Mr. Reid
in a quarter of an Shour? * m

Mr. Aspinallv — I might have if it had not been that Mr. Reid has made these
suggestions about our rudders and matters of that sort.

Lord Mersey. — I am not going to ask you to finish in a quarter of an hour.

7563. Q. I have been asked to put this question to you, Mr. Reid: Would the
stern of the Storstad swing and describe a 100 degree angle if her screw was going
full speed astern? — A. No, it would not.

7564. Q. Would it tend in that direction ?— A. Yes, absolutely.

By Mr. Aspinall:

7565. Q. Mr. Reid, I gathered from what you have told us that you have been
for some years practising on this side of the Atlantic ? — A. Both sides.

7566. Q. Before? — A. I am practising still on both sides.

7567. Q. For how many years have you been practising on this side? — A. I have
been practising ten years on this side.

7568. Q. What is the biggest ship you have designed in this practice ? — A. I have
not designed big ships on this side.

7569. Q. I asked you what was the biggest. You have not designed big ships.
Is your practice in tug boats ? — A. Not exclusively.

7570. Q. A good deal in tug boats?— A. Quite a good deal.

7571. Q. In what other class of craft have you been engaged?— A. Large dredges
and cargo vessels for the lakes.

7572. Q. I want you to tell me which is the largest cargo vessel for the lakes
that you have been interested in.— A. I have constructed up to 260 feet long on the
lakes ; that is the biggest.

7573. Q. That is the class of work that you have been engaged in?— A. Partly.

REID.

474 MARINE AND FISHERIES

5 GEORGE V., A. 1915

7574. Q. Do you ever give evidence in the Courts and act the part of what we
sometimes call in England the professional witness— the expert witness? — A. I do-
not; not for twelve years.

7575. Q. You used to do so? — A. Occasionally.

75 70. Q. You used to do it in England? — I do not think I have had the pleasure
of meeting you in the Admiralty Court. — A. I never had that pleasure bur, I have
been before his Lordship.

7577. Q. Not twelve years ago? — A.

By Lord Mersey :

7578. Q. Were you a witness before me? — A. Yes, your Lordsship.

By Mr. Aspinall:

7570. Q. Not in the Admiralty Court? — A. On a salvage proposition.

7580. Q. I shall not pursue that because I know how long ago it was that we lost
Lord Mersey in the Admiralty Court. However, that is another matter. Does yDur
experience lead you to this conclusion that unless you have the two ships left so that
you can see the damage done to them any conclusions which you can draw from cue
ship alone are very unreliable? — A. Will you kindly repeat that question?

7581. Q. Assuming that two ships have been in collision, that one is lost, that only
one ship is left, and that you only have an opportunity of seeing the damage suffered
by that ship, does not that give you very limited data to enable you to arrive at any
certain conclusions? — A. Not in this case.

7582. Q. This is a peculiar case? — A. A very peculiar case.

7583. Q. But my proposition, I repeat, is an accurate one; you want to see the
damage done to both to enable you to draw any safe conclusion? — A. It helps very
materially.

7584. Q. This, for some reason, you say, is a very peculiar case? — A. That is
correct. •

7585. Q. And in this case I suppose your proposition is that you are expected to
draw safe conclusions ? — A. Within the limits of accuracy I would look for.

7586. Q. Within what?— A. That I would look for; that I would wish for.

7587. Q. We want the whole of it; we do not want you to limit it in any way. I
do not quite appreciate what you mean by the last answer: Within the limits of
accuracy I would look for. — A. You cannot make measurements as to inches and come
to conclusions as to what has actually happened, but you can get a general idea.

7588. Q. Your meaning is that you are giving a general idea? — A. That is cor-
rect.

7589. Q. I want to deal with this particular viewpoint of giving a general idea.
I want to be sure what your views are in regard to the Storstad. You spoke of the
Storstad crushing into the Empress. That was one phrase and when his Lordship
spoke of a wriggling motion you used this phrase " when the Storstad comes to rest."
Is it your view that the Storstad drove herself into the side of the Empress ? — A. It is.

7590. Q. Do you appreciate my question? — A. I think I get the drift.

7591. Q. I want your view ; I want more than the drift of it. It is a plain ques-
tion.— A. It is a plain question. I have given you the answer.

Lord Mersey.1 — I understand Mr. Aspinall's question perhaps in a different way
from what you understand it. I may be understanding Mr. Aspinall's question in a
different sense from that which you understand it and I want you to be very careful
about your answer. Mr. Aspinall, will you put. that question again ?

By Mr. Aspinall:
7593. Q. Was it your opinion that the Storstad drove herself into the side of thn
Empress? — A. She did.

RFJD.

EMPRESS OF IRELAND— STORSTAD COLLISION 475

SESSIONAL PAPER No. 21b

7594. Q. I pass away from the Storstad and I am now going to the Empress. — A.
May 1 make an explanation for a moment, your Lordship?

Lord Mersey. — Certainly.

Witness.— I stated that this contact was a mutual affair, that the Storstad drove
herself into the Empress and that the Empress drove herself into the Storstad.

By Lord Mersey:

'7595. Q. No she d'd not. The Empress might have made a hole in the Storstad,
but she did not drive herself in ? — A. She drove her decks into our side.

7596. Q. She drove her decks against your side — A. And inwards.

7597. Q. Do you mean to say that the decks of the Empress penetrated the
Storstad? — A. They gripped hold and pushed in.

7598. Q. They gripped hold of the Stotstad but they did not drive themselves in?
— A. They cut in.

7599. Q. Now I understand you to qualify a little what you said just now. — A.
That is correct.

7600. Q. Mr. Aspinall asked you if the Storstad drove herself into the Empress? —
A. That is correct.

7601. Q. You say: Yes she did?— A. That is correct.

7602. Q. Now I understand you to say that the Empress contributed to that by
going herself up against the stem of the Storstadt — A. Up against the starboard bow
of the Storstad.

7603. Q. But your answer, as I understand, involves the idea that the Storstad
was moving in the direction of the the side of the Empress at the time of contact ? — A.
That is correct.

By Chief Justice McLeod:

7604. Q. Do I understand you to mean that both vessels were moving? — A. That
is my idea. I !

By Mr. Aspinall:

7605. Q. What he said in regard to the Empress was that it is impossible for him
to form any opinion as to the speed at which the Empress was travelling? — A. (Wit-
ness) I do not care to make any estimate on that point.

7606. Q. It is impossible to do that ? — A. That is correct.

7607. Q. I want to pass away from the Storstad and I want to hear what are your
reasons for coming to the conclusion that the Empress had headway upon her ? — A. —

Lord Mersey. — We will rise now.
At 1.30 the Commission took recess.

The Commission resumed at 2.30 p.m.

Lord Mersey. — We shall, I hope, finish the evidence to-day. To-morrow, Friday,
we shall hear Mr. Aspinall; I suppose, Mr. Aspinall, you will not occupy more than a
couple of hours or thereabouts?

Mr. Aspinall. — It may be a little more; the maximum would be three hours, my
Lord.

Lord Mersey. — Then we can hear Mr. Haight, and then I shall ask Mr. Gibsone if
he desires to say anything. After that I shall ask you, Mr. Newcombe, to sum up.

Mr. Newcombe. — I may say, my Lord, that these dispositions are entirely satisfac-
tory to me.

Lord Mersey. — I understand that you desire to sail for Europe, and I am very
desirous that the arrangement should be such as to suit your convenience.

Mr. Newcombe. — I appreciate that, my Lord.

REID.

476 MARINE AND FISHERIES

5 GEORGE V.? A 1915

Lord Mersey. — After the speeches are made, it may be that some of us will go to
Montreal to see the Storstad. We shall not require the assistance of counsel for that
purpose.

Mr. Newcombe. — In case I should be leaving before the report is prepared, if any
further assistance or information from counsel is required, Mr. Belleau, who is with
me, and who has followed the proceedings very carefully, will be available.

Lord Mersey. — Mr. Belleau, if Mr. Newcombe finds it impossible to remain to
sum up the case, perhaps you would be prepared to do it for him. If so, we should
be very glad to hear you.

Mr. Belleau. — Yes, my Lord.

Mr. Haight. — Are the arguments to start the first thing to-morrow morning if
we finish to-day ?

Lord Mersey. — Yes, I shall begin with Mr. Aspinall.

Mr. Haight. — Would it be too much to ask that we might have a little more time
to prepare for the argument?

Lord Mersey. — I am anxious that Mr. Newcombe, who has other engagements as I
understand, should not be unduly detained. I am also anxious that you should have
plenty of time to prepare for the argument. Could you give any opinion as to how long-
your address will be?

Mr. Haight. — I think, my Lord, that if I could have a little more time for the
preparation of our argument, I ought not to take up more than two hours; I should
say that two and a half hours would be the limit.

I/)RD Mersey. — If I felt satisfied about that, then I would not sit to-morrow
morning, and, as Mr. Aspinall would not be called upon to address us until the after-
noon, you would have considerable time to look around and get your argument into
shape.

Mr. Haight. — I came rather late into the case and it has involved practically steady
night work. I should like to avoid working all night to-night if I might have an
opportunity of avoiding it.

Lord Mersey. — I think that is very reasonable. Then we may not sit to-morrow
morning, Mr. Aspinall.

Chief Justice McLeod. — That may necessitate our sitting on Saturday afternoon.

Mr. Haight. — I am entirely in accord with that.

Lord Mersey. — I assure you that if we do not sit to-morrow morning we shall sit
on Saturday until I finish hearing the speeches.

Mr. Haight. — If* Mr. Aspinall should finish his summing up to-morrow afternoon,
I am sure that I could finish mine before adjournment for luncheon on Saturday
morning.

Lord Mersey. — After hearing Mr. Gibsone I should ask Mr. Newcombe to finish on
Saturday. Would you try to do that Mr. Newcombe?

Mr. Newcombe. — Yes, my Lord.

Lord Mersey. — Mr. Gibsone, I credit you with good reason for not taking up too
much time, and I should like to know how long you think you will be addressing us ?

Mr. Gibsone. — I do not think I will consume more of your Lordship's time than
about ten minutes.

Lord Mersey. — All I can say is, Mr. Gibsone, that if you do not take more than
ten minutes, I shall be most grateful to you.

Mr. Gibsone. — I shall be very short indeed.

Sir Adolphe Routhier. — It means great confidence in your case.

REID.

EMPRESS OF IRELAND— STORSTAD COLLISION 477

SESSIONAL PAPER No. 21b . _ ..

John Reid, examination resumed.

By Mr. Aspinall:

7608. Q. You told us before luncheon that you thought there was speed upon both
of these vesels at the moment of impact? — A. No, I did not say so.

7609. Q. Now, let me follow that up.
Lord Mersey.— I certainly thought he did.

Chief Justice McLeod. — I think I said to him: that means that both vessels
were in motion, and I understood him to say, yes.

The Witness. — I said that the two vessels mutually came into contact, but I did
not say there was speed on both vessels at the time of impact.

By Chief Justice McLeod:

7610. Q. Myv understanding was that I put the question to you: Do you say that
both vessels were moving, and you said ' yes ? ' — A. I called atention to the fact
that the two vessels came into mutual contact, but I did not say there was speed on
both vessels.

Mr. Aspinall. — He means that there was speed, but that he did not say there
was speed.

By Lord Mersey:

7611. Q. Mr. Aspinall understood you to mean what you apparently did mean?
— A. But Mr. Aspinall said I stated that both vessels were at speed.

7612. Q. Do let us understand this. Do you mean to convey to us that in your
opinion both vessels were moving at the time of impact? — A. No, my Lord; Mr.
Aspinall is inferring from something I said that that is what my opinion was.

7613. Q. But is that your opinion? — A. Certainly, my Lord, it is.

7614. Q. Then we divined your opinion? — A. That is correct.

By Mr. Aspinall:

7615. Q. Now, will you tell me what is your big reason for coming to the conclu-
sion that there was movement on the Empress at the moment of the impact? — A.
The swing of the Storstad.

7616. Q. Is that the only reason? — A. No.

7617. Q. Now, that is the big reason? — A. Yes, that is the big reason.

7618. Q. Now, what is the second reason? — A. May I use the model to show
you? (Witness refers to model). In here, on the port side, you have a rounded
shape. Part of that was due, as I have tried to explain, to the crushing over of the bow,
but in this bay, on the port side, there is a most distinct evidence of a rolling
motion, of a movement, of an action, and the pressure is continued until the two
vessels (would practically draw apart.

7619. Q. Was that damage which we see on the port bow due probably to the
fact that as the Storstad entered in, instead of that plate existing like that, it was
curled round the Empress1? — A. That was one of the contributory causes.

7620. Q. And if that is so, what is happening is that the port bow of the Storstad
is impinging upon these curved or driven-in plates of the Empress? — A. That, is
correct.

7621. Q. Lender those circumstances, may not the damage which we find to the
Storstad on her port bow have been produced by headway upon the Storstad, which
is driving her bow against that curve there? — A. Not totally.

7622. Q. To some extent ? — A. To some extent, certainly.

7623. Q. You said not totally ; in what respect do you want to qualify the answer
that you have given to me ? — A. You have on- the port side this bay and you have ovei
here another. In here, (indicating on model) you have marks which could only be

REID.

478 MARINE AND FISHERIES

5 GEORGE V., A. 1915

caused by the turning of the Storstad round there about 100 degrees. When she had
finished her swing there were still signs of pressure; when she had gone through this
100 degrees, there were still signs of her being forced down against the side of the
vessel.

7624. Q. Aren't we now getting back to your big reason, the swing ? — A. Yes.

7625. Q. Your second point was that owing to the damage which we see on the
port bow, you came to the conclusion that that was caused by the headway of the
Empress? — A. Yes.

7626. Q. And I am suggesting to you that if instead of having the straight wall of
the Empress' side as the Storstad goes in she drives the plating back; if there is head-
way upon the vessel just entering, the result of the headway upon the vessel just
entering will be to break the port bow of the Storstad against this curve and produce
what we see without headway upon this vessel, if headway is given to be upon the
Storstad. Do I make my meaning clear? — A. Perfectly, but my answer was to the
effect that there were on this curve horizontal traces which showed that this action had
gone further than the part you refer to ; it had extended and pressed that hollow further
aft and formed another.

7627. Q. How can you determine that it had pressed it further on? It might be
caused by what I am suggesting to you: namely the entry of the Storstad with way
upon her against the stationary and folded back plates of the Empress. Are you in a
position to say that there must have been, under those circumstances, headway upon
the Empress? — A. I find as I say, traces further aft than the part you refer to of that
action, which I am calling your attention to.

7628. Q. But you are introducing again your swing? — A. The two are locked
together.

7629. Q. Now, is there any other reason of importance which leads your mind to
the conclusion that there was headway upon the Empress? — A. None that can be taken
from the evidence that I have been able to gather from this Storstad damage.

7630. Q. Do you mean that you cannot suggest any further reason; is that your
answer? — A. No, I do not wish to suggest any further reason.

7631. Q. In view of what you have heard and what you have seen, these are the
two reasons which lead you to the conclusion that there was headway upon the
Empress at the moment of impact ? — A. That is correct.

7632. Q. Now, is it your view that before the Storstad penetrated the starboard
side of the Empress she was damaged in the way we see her now, or it is your view
that part of that damage was caused after the Storstad had gone in? — A. Part was
caused at the time of entrance — penetration — and part afterwards.

7633. Q. The view of Mr. Hillhouse was that the Storstad had impinged at a slight
angle leading aft with the starboard side of the stem first in contact with the plat-
ing of the Empress, and owing to the strength of the plating of the Empress, supported
by these various decks, that that at once broke and damaged the stem bar and the
attachments connected therewith. Once the stem bar' and the attachments connected
therewith were broken, there would be very little to determine the way in which the
broken stem would go, and what Mr. Hillhouse told us was that by reason of the
impact in the first instance being upon the starboard side of the stem, and the
Storstad travelling at a certain speed, that would set over the bows of the Storstad to
port. Do I make my meaning clear? — A. Perfectly.

7634. Q. In other words, if I were to run against that wall in the dark and hit
my nose against it, just what would happen would be that my nose would probably
go over to the left. That is what I want to convey to you. — A. I understand perfectly.

7635. Q. Do you think that is a right explanation of this?— A. I certainly do not.

7636. Q. It would be a simple explanation. — A. Not when you take the stem that
you refer to and knock a piece right off; that is, part of the stem, the broken stem, is
gone altogether.

REID.

EMPRESS OF IRELAND— STORSTAD COLLISION 479

SESSIONAL PAPER No. 21b

7637. Q. How does that in any way affect the suggestion I am making? — A. It
affects it this way : You cannot get an impulse upon this whole stem by knocking off
the top of it. The impulse is gone; you have knocked it off, and that is all there is
to it.

7638. Q. Now you have told us — and I suppose you attach some importance to
it — that lower down on the broken stem there is some slight portion of it slightly set
to starboard? — A. That is correct.

7639. Q. What importance do you attach to that fact? You mentioned it at the
outset of your explanation. — A. I attach this importance: that I was very anxious to
find out what was the first feature of the Storstad to touch the Empress and where
it touched it.

7640. Q. Is that the only importance you attach to it? — A. That is the only
importance.

7641. Q. It was curiosity, which might enable you to draw some conclusion? —
A. Perfectly.

7642. Q. It has not enabled you to draw any conclusion has it ? — A. It has.

7643. Q. Has it enabled you to draw any useful conclusion? — A. I think so.

7644. Q. What is the useful conclusion that you draw from the fact that some
where down the stem of the Storstad you find it slightly set to starboard? — A. I find
that the stem, assuming an angle of about 45 degrees for the meeting of the two ves-
sels, the stem could just reach — I admit that the calculation is a little delicate, but the
stem could just reach the most projecting part of the Empress' side and about the
same time the projecting anchor on the starboard side of the Storstad was just ready
to come in contact; therefore there was going to be a conflict of tendencies and that
would send it over; that conflict of tendencies I described, and its connection with the
opening of this scarf. When the other tendency disappeared, the greater tendency
through the anchor being rolled between the two decks of the Storstad and the
Empress started the stem turning, and that tendency was continued down by the side,
and this starboard side of the stem and the plating came in contact with each deck
much further down projecting a little further out

7645. Q. Excuse me; that is a statement of fact you have just made. — A. That is
as near the facts as the question can get.

7646. Q. What I am asking you is this: Does the fact that the bow of the
Storstad was at that one place slightly set to starboard enable you to draw any con-
clusions which assist you? — A. Certainly.

7647. Q. In arriving at your final conclusion as to the headway upon the Empress?
— A. No, I am not looking for that. When I started out I was looking for the angle
of contact. It does help me; you asked me if it helped me. I was looking for the
angle of contact, and I found that suited my angle of contact.

7648. Q. It was only for the purpose of enabling you to arrive at the angle of con-
tact?— A. That was my first step.

7649. Q. Looking at a case of this kind quite broadly, if the Storstad crashes into
the Empress and the Empress is moving and represents, I think I am right in saying, a
displacement weight of about 18,000 tons, the momentum which would result from the
headway of that mass would be very, very great would it not ? — A. It would indeed.

7650. Q. Now, assuming that the Storstad crushes into the side of the Empress
and this great mass is moving from port to starboard, wouldn't you expect the nose or
the stem of the Storstad to be apparently driven over to starboard? — A. I am sorry
that I do not quite get the trend of your question. Do I take it that you have given
the Empress motion?

7651. Q. Yes, that is what I am driving at; I want to test whether the motion
in fact existed or not. You have told me that the momentum due to the moving of the

REID.

480 MARINE AND FISHERIES

5 GEORGE V., A. 1915

Empress, in view of her great displacement, would be very great; of course the greater
the speed the greater the momentum. — A. Yes.

7652. Q. Now, if the Storstad drives into this moving mass and that moving mass
is moving from port to starboard across the bows of the Storstad, wouldn't you expect
the forward structure of the Storstad, the stem and parts adjacent thereto, to be bodily
carried over to starboard? — A. Not at all; it all depends upon the nature of the pene-
tration and the speed of penetration.

7653. Q. My suggestion to you is that in view of the fact that so far from the stem
being set to starboard, it is actually set to port, that negatives the suggestion of head-
way upon the Empress. .You do not agree with that suggestion? — A. No.

By Lord Mersey:

7654. Q. That appears to me to be important. Would you tell me why the stem
would not under those circumstances be bent over to starboard, the stem of the Storstad?
— A. May I say, my Lord, that one has to take the angle at which I find the penetra-
tion taking place, into account.

7655. Q. I am aware of that. Here is the Storstad hitting against the Empress of
Ireland; here is the stem of the Empress of Ireland; there is her stern. The Storstad
strikes her at about that angle (indicating) ? — A. Yes.

7656. Q. And at once penetrates in through the skin of the Empress. If this
vessel, the Empress, is moving — I have forgotten how many thousand tons, Mr.
Aspinall ?

Mr. Aspinall. — 18,000 tons displacement.

By Lord Mersey:

7657. Q. 18,000 tons, she has an immense momentum, has she not? She grasps
hold, so to speak, of the bow of the Storstad and she is coming along with this great
momentum. Can you tell me why the effect of the moving mass of the Empress will
not twist this stem round to starboard? — A. Because, my Lord

7658. Q. You may be right, you know ; I want to understand it. — A. The penetra-
tion is a matter of a very short interval of time. The stem, as I explained it, got a vio-
lent impulse to the port side by reason of this anchor which crushed between the decks
and which leaves its trace of its pushing up the stem; that can be clearly indicated.
That started this stem turning in the other way, and though it had that initial tend-
ency that your Lordship refers to, it did try to get to starboard, and then finally went
over to port.

7659. Q. Then, as I understand you, you agree with Mr. Aspinall that the first
-tendency of the Empress would be to twist the stem of the Storstad to starboard? — A.
That is my belief and my statement.

7660. Q. That appears to me to be right, if I may say so. Now, will you tell me
how the two vessels changed their minds, and having begun by pressing the stem of the
Storstad over to starboard, began pressing the stem of the Storstad over to port? —
A. I can explain it with the model, my Lord. Here is a place on the starboard side
where this projecting anchor cut. That anchor is a projecting thing on the Storstad's
how from the hawse pipe, and is isolated.

7661. Q. Isolated how? — A. It gets in between the stem and the side of the
Empress and it is all by itself. In other words, it is a projecting thing; it prevents
the contact of the stem at this height directly with the plates and the framing of the
moving Empress. That anchor shoved over the stem bodily, and broke this very heavy
casting. The deck did not want to go over, because it had not been roughly treated,
and it burst this stem away from its plating, and 'so this tendency to go over to port,
unless the stem had turned

REID.

EMPRESS OF IRELAND— STORSTAD COLLISION 481

SESSIONAL PAPER No. 21b

7662. Q. I cannot understand this. The first result of the impact is, in your
opinion, to twist the stem of the Storptad over to starboard? — A. I have so stated, my
Lord.

7663. Q. Now then, will you try to explain to me, the Empress being a moving
mass of 18,000 tons or thereabouts, with enormous momentum ; will you explain to me
how that moving mass, doing what you naturally would expect it to do, push in the
stem of the Storstad to 'starboard, would suddenly change and begin to push that stem
to port? — A. Because you have two component forces in the direction of the side of
the Empress, but you have a far greater component force driving this whole bow and
crushing its way into the Empress, and that comes to bear first upon this anchor.

7664. Does that involve the notion in your mind that the Storstad was moving at
considerable speed? — A. Not at considerable speed, my Lord. I want to point out
that this force was isolated. You had the whole weight of the Storstad — it is 13,000
or 14,000 tons — behind a small spot on this stem. The anchor is in the way between
the Storstad and the Empress' side and it gives the stem an initial twist.

7665. Q. Then does the explanation of what I call the change in the mind of these
two vessels hang upon the anchor? — A. That is the initial tendency, my Lord; to pitch
the stem over to the port side. The anchor got in there as a buffer between the two
ships, and the trace of the anchor and its action upon the stem can be clearly indicated,
not only in this model but in those photographs; it is clearly shown. Having once
got the impulse the stem continued to that side.

By Chief Justice McLeod:

7666. Q. The Storstad was heavily loaded, and the vessel would not swing, except
if the Empress were moving she would swing towards the stern of the Empress? — A.
That is so, my Lord.

7667. Q. The bow of the Storstad being fixed in the side of the Empress, the whole
weight of the Stordad being behind, the swinging towards the stern of the Empress
would have some connection with the turning of the bow? — A. It did not affect the
stem, my Lord. This tendency I speak of, is the initial tendency of penetration when
the anchor first caught, but it was rolled and it caught in between the starboard side
of the bow of the Storstad and the Empress's framing, and that shoved the stem over.
That trace is most prominent in the Storstad in the photographs which you have seen.

By Mr. AspinaU:

7668. Q. Your view, Mr. Reicl, as I understand it is this : that in consequence of
that anchor being brought against the forward part of the wound in the Empress, it
acted as a buffer, as you say, and drove the stem over to port in the way we now see it?
— A. That is before the wound has attained any dimensions or got hold of the anchor.

7669. Q. Be it so. The anchor is a buffer, you say, causing that, but equally so
was not the port side of the Storstad in immediate contact with the advancing Em-
press, if she were advancing? — A. Not at that moment.

7670. Q. But why not? She is in; you have got the anchor in contact on the
starboard side. — A. But she is not in.

7671. Q. Sne is not in? — A. No, she is not in.

7672. Q. She has not then gone in? — A. She is just going in. It is at the mo-
ment of contact that I refer to this anchor as being a buffer.

7673. Q. If the anchor has not gone in, it cannot be a buffer, can it? It is out-
side the wound. — A. I leave it outside the wound.

7674. Q. Then, if you leave it outside the wound, how is it a buffer? If I have
a buffer, you know, it is something I should think, that prevents me from being buf-
fetted. Isn't that the idea of a buffer, a fender? — A. That is what they call a buffer,
certainly.

REID.

216—31

482 MARINE AND FISHERIES

5 GEOKSE V., A. 1915

7675. Q. Then how can you have your buffer outside the wound? How does
your buffer operate?— A. The buffer operates by being brought into contact with the
Empress standing from the side of the Storstad, and is caught between the two decks
at an angle such as enables it to come to bear almost on a flat surface.

7676. Q. Isn't that rather a fanciful suggestion? — A. Not in the least. Perhaps
I do not make myself fully clear.

7677. Q. You do indeed. Now then, that at any rate is sufficient to overcome
this great driving power that the momentum of the Empress would give. It not only
equalizes it but it overcomes it, and the result is we find the stem, instead of being
set to starboard, is set to port. — A. That is correct.

7678. Q. These are the two forces that are fighting, and this force which is due
to your theory proves the stronger of the two. — A. I should explain there that the
anchor starts this tendency before any actual penetration has been done.

7679. Q. You have suggested that. — A. The Empress does not, therefore, get the
grip of the stem that you seem to assume. I hold that the stem bar never did get a
grip of the Empress.

7680. Q. Although it penetrated through the bilge keel and the orlop decks? —
A. I do not assume that.

7681. Q. Then I must ask you about that. How could it, even according to your
angle, escape going through these various steel decks and the orlop stringer? Your
view is that the stem of the Storstad never penetrated these steel decks that Mr. Hill-
house thought it did, or the stringer that is just inside the orlop deck. — A. I want to
show you what I mean by the stem bar. I mean this actual bar was not the agency that
penetrated through these decks to the orlop stringer. The stem bar was in contact for
a moment with something that represents the orlop stringer.

7682. Q. But the thing in its present distorted form did go into the Empress? —
A. I admit that.

7683. Q. In order to reach its resting place inside the Empress must it not have
gone through these steel decks? — A. No, these steel decks were rolled over and pushed
in and there is no trace of that whatever

7684. Q. In other words, they gave before it? — A. They gave before this blow,
through this portion here (indicating on model).

7685. Q. They gave before it in the sense that it didn't go in, you mean ? — A. That
is right.

7686. Q. If they had not given before it, that distorted mass would not have gone
as far into the side of the Empress as it did, would it ? — A. I did not get your question.

7687. Q. At any rate, these steel decks were rolled back before the advancing
Storstad? — A. Rolled back or pushed up.

7688. Q. It is your view, as I understand, that the side of the after boiler space
was pierced, and that alone. — A. That is my view.

7689. Q. That is your view of the matter ? — A. Yes.

7690. Q. We have the evidence of a man called O'Donovan, who was one of the
engineers on the Empress of Ireland, who was in the forward boiler space, that is,
forward of the bulkhead we are discussing, and he says that about twenty seconds after
the impact the water rushed through the starboard No. 2 bunker into the stoke-hole.
Does that fit with your theory ? — A. Apparently not.

7691. Q. Would you like to reconsider your theory ? — A. No, not at all.

7692. Q. And that doesn't influence you ? — A. Not the slightest.

7693. Q. You have no reason to doubt its accuracy?

Lord Mersey. — Wait a moment, Mr. Aspinall, I will ask a question or two.

7694. Q. If that is true, is it consistent with your theory ? — A. It is not, my Lord,
although I would have to go into the interior bunker arrangements of the ship to
examine it carefully.

REID.

EMPRESS OF IRELAND— STORSTAD COLLISION 483

SESSIONAL PAPER No. 21b

7695. Q. No, but is the evidence of O'Donovan inconsistent with your theory? — ■
A. It is.

7696. Q. Then either O'Donovan must be mistaken in what he told us or must be
trying to deceive us, one thing or another — he says he saw it ? — A. I should like to know
my Lord, just when he saw this water pouring in.

7697. Q. I thought you said that answer of O'Donovan's was inconsistent with
your theory ? — A. Ultimately, my Lord, the water would be getting in at various places
and would get to that bunker.

7698. Q. Do you still wish to say it is inconsistent with your theory? — A. Yes,
my Lord.

7699. Q. Then it seems to me to follow that O'Donovan, who says he saw it, is
mistaken in saying so, or else he is deceiving us? — A. My Lord, I think the time
factor comes into play. I don't know when O'Donovan saw this water coming from
the bunker.

7700. Q. Then you go back to the position I put to you before, that his answer
may be consistent, but is not necessarily accurate? — A. That is perhaps correct, my
Lord.

7701. But that is not what you said. You told me it was inconsistent and now
you only say it may be inconsistant ?

Mr. Aspinall. — Perhaps I did not draw your attention to it as directly as I should
have, and let me read again the answer of O'Donovan. That is not a question, but an
answer he volunteered. At page 760 of the evidence taken on Friday, June 19, he was
asked :

Q. Can you tell us what happened; what was the first thing you felt? — A.
After the impact, about twenty seconds after, water rushed through the star-
board No. 2 bunker into the stoke-hole.

I am putting emphasis upon the words ' twenty seconds after ' — now if it was
twenty seconds after, will your theory fit that evidence? — A. No.

7702. Q. Then it comes to that, that this will not fit with your theory? — A. Yes,
it comes to that.

7703. Q. Now, with regard to the swing of the 8 tor st ad, I want, if you will, to
have you listen to the engineers' log of the Storstad, to see what she did according to
her log — I don't know whether this log is to be rejected later or not, but at
present it is in evidence. What he says is: Full speed to three o'clock; slow speed to
3.02; then stop; then 3.05, full speed astern; 3.10 stop; 3.20 slow speed ahead. Now
if that log be right there is five minutes reversing at full speed from 3.05 to 3.10 and
we are told that that just about fits, within thirty seconds, of the time when the two
ships struck. Now, will you keep that in your mind? — A. I will try to.

7704. Q. Now what I want to ask you is this: assuming that the Storstad came
into the side of the stationary Empress — because I wish to make that assump-
tion if you will — and that she had steerage way upon her and was swinging under hard-
a-port helm — can you make that assumption for me, Mr. Reid? — A. Yes.

7705. Q. The tendency would be that she would be pressing her starboard side
against the forward part of the wound, that is, the rudder would be doing its best to
be effective in that direction, that is right, isn't it. She then starts going full speed
astern — A. Pardon me, I do not assume what you said. Her rudder is to
starboard, and the effect of that with a stern screw is to press the stern up to star-
board, which is not the same as what you said.

7706. Q. I agree with that? — A. Yes, and you asked me to assume certain things,
and I do not think your assumption is correct.

7707. Q. What I want you to a'ssume is this : when she came on to the side of the
Empress she had, as you have told us, headway which drove her on to the side of the
Empress? She had headway on? — A. Yes.

N REID.

216—314

484 MARINE AND FISHERIES

5 GEORGE V., A. 1915

7708. Q. And she had her helm hard-a-port — the result of that would be that she
would have a tendency to go to starboard? — A. Yes.

7709. Q. And there would be a difficulty in going to tetarboard, because her stem
is pressing against the Empress? — A. Yes.

7710. Q. And the Empress is preventing it from going to starboard? — A. Yes,
that is correct.

7711. Q. Just about tMs time that she has entered, the engines are reversed, and
the result is she is going to the Empress with a swing to starboard, and as she emerges
from the hole — which, in the view of every one was extremely quickly, it would be
under engines going atetem, and the tendency is a cant to starboard, under the engines
going astern? — A. A slight tendency.

By Lord Mersey : '- ~

7712. Q. That is to send her around in the direction in which her helm is turned?
—A. Yes.

By Mr. Aspinall:

7713. Q. Given those two things, wouldn't those two things well account for what
the witnesses say, that when she withdrew, her course wafe become more or less on a
parallel line with the Empress? — A. No, sir.

7714. Q. Why not? — A. Because this component carrying the stem of the
Storstad around through the swing cauteed by the stern screw is of a very small amount.
It has to deal with an enormous vessel. If you had an initial swing it would continue,
but if you start from a condition without swing, she would take some time to get
that up.

7715. Q. But I am assuming now that my case ite right and that she had an initial
swing to starboard. I am assuming that this vessel hard-a-ported her helm, with good
steerage way upon her, and if that is so it gives me my initial tewing? — A. No, that
initial swing is immediately stopped by the contact.

7716. Q. At any rate, assuming what I have said, I have the initial swing when
she enters? — A. You have.

7717. Q. And you say the tewing is checked by reason of coming in contact with
the Empress? — A. Perfectly.

7718. Q. But the helm is in the proper position for that?— A. Yes.

7719. Q. Tor a swing to starboard? — A. Yes.

7720. Q. Then she is in a very short space of time feeling the effects, as she swings,
of the reversing engines ? — A. No, it takes quite a little while for the force to get into
play. It is so small that it won't really be felt by the vessel for a certain time.

7721. Q. Are you a nautical gentleman? — A. I am not a man who has to do with
the handling of ships.

7722. Q. Neither am I, but I have heard a good deal about it, as I suppose you
have? — A. Yes, sir.

7723. Q. If you had put your helm a-port — I presume you have heard some-
thing about what will happen if you put your helm a-port or a-starboard with your
engines going stern? — A. Yes.

7724. Q. Then you do know this fact, that with a single screw, if you reverse it,
with your helm either a-port or a-starboard, it cants your head that way, the way your
helm is put? — A. Pardon me. I should say it cants the stern the other way.

7725. Q. I quite agree. It is better for some point of my case, it cants the stern
to port and puts the stem to starboard? — A. If you have an initial impulse, but by
reversing the screw from a position where you have come to rest, the bow hardly moves,
but the stern goes to port.

7726. Q. The stern goes to port, and the stem to starboard — the result is to head
around to starboard, — A, No, the head of the vessel may stay in its place.

REID.

EMPRESS OF IRELAND— STORST AD COLLISION 485

SESSIONAL PAPER No. 21b

By Lord Mersey:

7727. Q. If the stern moves? — A. This action of the reversed wheel has the ten-
dency first of all, starting from rest, to carry the stern over.

7728. Q. Yes, to carry the stern over before what? — A. Before the bow begins to
move, before the bow begins to get under way at all.

7729. Q. But the vessel is not a serpent that can twist itself ? The stem must head
one way and the stern another? — A. Yes, but the bow does not swing, the stern moves
over, and then the bow begins to get into action, and the whole thing is at the same
time complicated by the whole vessel trying to go astern. The bow is hardly moving.

7730. Q. But the bow at all events is bringing you around — you cannot move
the stern of the vessel without moving the stem? — A. It is the swing that I was trying
to get right, my Lord.

By Mr. Aspinall:

7731. Q. Well do you think you can move the stem of the vessel without moving
the bow? — A. It is the swing I am talking about.

7732. Q. Now, assuming that to be the ship — I am illustrating with a lead
pencil, and assuming this end of the pencil to be the stem, and the other end of the
pencil to be the stern, and the single screw on the right hand in action, if the engines
go astern the result is to bring the stern over this way ? — A. That is correct.

7733. Ql And the moment that leaves the point to come this way, at the very
same moment of time the other end moves around the other way, doesn't it? — A. It
changes its direction, yes.

7734. Q. Well, that is what I have been asking you? — A. No, we have been talk-
ing about the swing.

7735. Q. Well, I will use the word * swing ' — if the stern is swung one point to
port, isn't the bow swung one point to starboard? — A. Not necessarily.

7736. Q. Why not? — A. Because if you are swinging about a point close to the
bow, the bow does not take the swing at all, but it is the stern that takes the swing.

By Lord Mersey:

7737. Q. But isn't there a corresponding movement of the bow? — A. Not a
lateral swing. It ultimately comes to a swing, but it does not do so from a state
of rest. I think I could explain that better in a diagram.

7738. Q. Supposing this is a ship and that is the stern and that is the stem,
if you move the stern around, can you imagine the stem remaining stationary? —
Not absolutely, my Lord.

7739. Q. Unless, you know, there is a joint in the middle of the ship? — A. No,
my Lord, but the ship does not swing about its centre of length in a condition such as
we are assuming.

7740. Q. I don't know what the conditions are that we are assuming, but it
seems to me that if you move the stern of a ship around you must move the stem? —
A. I think if you allow me to make a diagram that I can explain it better.

7741. Q. If you think you can help us by doing so, I would like you to make a
diagram? — A. Yes, my Lord, I have made one. Here is a ship, my Lord. You
start the right-hand screw going reverse. Normally, when a ship swings under any
action, it swings more or less about the centre of its length. If it is not in rapid
motion, it goes around.

7742. Q. But that is the axis on which it swings ?-~A. Yes.

7743. Q. Oh, that is not the swing of the ship? — A. When you start the action
of the screw the tendency is for the vessel to pivot, as it were, about the bow.

7744. Q. Well now, after it has swung, that is after the stern has swung to port,
show ime where the bow would be? — A. Yes, here it is, the new position. Now the
head has changed its bearings, but it has not swung, my Lord. The swinging is
done by the stern.

REID.

486 MARINE AND FISHERIES

5 GEORGE V., A. 1915

7745. Q. Oh, all you mean is this, that if you have the stem here and the stern
there, you can move the stem that way and move it right around? All that alters
with regard to the stem is its bearing? — A. Yes, my Lord.

By Mr. Aspinall:

7746. Q. Whether that is right or not, if the helm is put to port, the ship will come
to port, with the reversed engines? — A. Yes, that is right.

7747. Q. There is only one other matter I want to trouble you about, and that is
in connection with the class of rudder with which this vessel was fitted. You have told
us that you know by reputation Dr. Elgar. I have no doubt that you also know by
reputation Mr. Hillhouse? — A. Yes, I know him by reputation.

7748. Q. And I daresay you have a very high respect for him? — A. I have indeed.

7749. Q. Now do you know how the area of the rudder of the Empress of Ireland
at the time of the disaster compares with the area of the rudders of other great ships of
that class that cross the Atlantic — A. My judgment is, it is considerably smaller.

7750. Q. Well, that is somewhat of a general answer. Can you give me some specific
cases ? I don't want many, but can you give me two ? — A. The answer has to do with
the form of the Empress, which is very peculiar, and for which there is no type that you
can really absolutely compare with it.

7751. Q. Then we cannot have a comparison? — A. Not a very accurate one.

7752. What is the peculiarity in the Empress which prevents you giving a com-
parison between her and other ships of that character? — A. This peculiar formation
of the stern above the rudder.

Q. The fulness? — A. Yes, the fulness.

Q. So you cannot think of any other ship at the moment which would give us any
useful information? — A. When this subject came up I obtained the best information
I could and I found that it is quite small.

By Chief Justice McLeod:

Q. You say the rudder of the Empress is quite small? — A. Yes, quite small, my
Lord.

By Mr. Haight:

Q. You have been asked, Mr. Reid, about the movements of both vessels, and you
have expressed the opinion that both vessels were in motion? — A. Yes.

Q. Captain Kendall has stated that as he stood on the bridge when the Storstad
first came into sight, that in spite of the fog, and in spite of the distance he was above
the water, when the Storstad was approximately 100 feet away from him he
could see her coming with a bow wave. I understand his opinion to be that she was
going at full speed. Now, will you tell me what, in your opinion, would have been the
effect upon the Empress, if the Storstad, constructed as she is, with her angles running
fore and aft, had struck the side of the Empress amidships at the angle which you have
found ? — A. While I cannot give any figures on such a question, the penetration would
have been sensibly greater . I have that idea.

7753. Q. You have stated that two of your reasons for thinking the Empress was
moving, are the swing of the Storstad and the rolling effect on the port bow. Does
the impression left by this pad, and by the porthole on the Storstad's bow, add any-
thing to the data on that point? — A. It shows that up to the last minute, when the
swing of 100 degrees had been completed, a pressure upon the starboard side of the
Storstad was still pushing this hole in the port bow against the Empress' side.

7754. Q. I do not feel, Mr. Reid, that either the court or counsel quite under-
stood you in connection with the initial tendency to bend the stem of the Storstad to
starboard, and the subsequent alteration to the tendency to bend it to port. This
exhibit 7-D, the photograph, seems to show the effect of the initial tendency to set

REID.

EMPRESS OF IRELAND— STORSTAD COLLISION 487

SESSIONAL PAPER No. 21b

the stem of the Storstad to starboard, does it not ? — A. It does, I think one or two of
the other photographs show it better.

7755. Q. Which other?— A. Exhibits 7-E and 7-F.

7756. Q. Well, at any rate, am T correct in understanding from the photograph
7-D that there is a perceptible bend to starboard of the stem plate — it is down in the
vicinity of the scarf of which you have spoken? — A. There is.

7757. Q. That bend in the stem plate is shown in the photograph 7-D and not
shown in the other photographs, as I take it? — A. I thought you were referring to the
anchor.

7758. Q. No, I am talking now about the bend to the starboard? — A. Well, that
Exhibit 7-D does show that very clearly.

7759. Q. Do I understand you correctly, that the stem of the Storstad, down
near the lowest hanging plank in that photograph, was, in your judgment, the first
point that struck the widest point on the side of the Empress? — A. That is my idea. .

7760. Q. Then the forward movement of the Empress, when our stem first
touched, tended to set the stem to starboard? — A. Yes.

7761. Q. Now where is it the stem gives way at the scarf? Where is it with re-
ference to that lowest plank? — A. It is between the lowest plank and the one above
There is a scarf in the stem, a weak spot.

7762. Q. Now when the stem and the side of iheStorstad were in their original
form, and were touching, as you believe, at an angle of forty degrees, how far would the
Empress have to continue on the angle of forty degrees after she touched below the
scarf on the stern, before the starboard anchor would strike high up on the ship's
plating? — A. The two contacts were almost simultaneous, but I consider the lower
one tending to put over the stem to starboard occurred just momentarily before the
other.

By Lord Mersey:

7763. Q. What do you mean when you say "momentarily"? — A. It is not cal-
culable.

7764. Q. A second? — A. Not even a second, my Lord.

By Mr. Haight:

7765. Q. Can you in distance give us an idea of how far the anchor would be
separated from the side of the plating of the Empress if you put the stem of the Stor-
stad in its original shape up against the side of the Empress, so that the stem first
touched the Empress just below the scarf on your stem? — A. No, I cannot give you
that in distance, for the anchor would practically be coming in contact between the
two decks. ^m

7766. Q. That is, a movement of a few inches, after the stem touched would
bring the anchor also into encounter, is that correct? — A. I cannot give you any
figures.

7767. Q. If we assume that the stern touches low down, just an appreciable instant
before the anchor touches, and, as you state, the scarf gives way, will you please
state once more what the effect will be of the anchor striking high up on the side of
the Empress as to the bending of the stem one way or the other?— A. It gives it a
much more powerful impulse to the port side.

7768. Q. When you assume that the Storstad is moving with 10,400 tons of coal
and her own displacement weight, her momentum is also considerable? — A. That is
right.

7769. Q. That is the mass of the two vessels is not so very much disproportionate,
is it? The Empress is supposed to displace 18,000— can you give me roughly what
the Storstad would displace?— A. Between 13,000 and 14,000 tons.

REID.

488 MARINE AND FISHERIES

5 GEORGE V., A. 1915

7770. Q. Now, after the anchor* touches, I understand that for an appreciable
instant the anchor is the butt — it is the isolated projection which sustains the full
force of the contact ? — A. That is correct.

7771. Q. Until it has been crushed by the force of the penetration into the side of
the Empress? — A. Yes.

7772. Q. Now, after the initial impulse had been received from the projection of
the anchor, you spoke about a continuing impulse down ? — A. Yes.

7773. Q. What is it? After the anchor has affected the stem, the force that caused
the stem to bend is continuing to bend it in the same direction? — A. Coming in con-
tact with each of the decks which are each projecting a little farther as the Storstad
came within the ship's side. There was a tumble-home which makes each deck project
a little farther than the one above it.

7774. Q. Which deck projects the farthest with reference to the line of the anchor ?
— A. The main deck and the orlop deck stringer are really the farthest out.

7775. Q. Are they nearest the anchor ? — A. No, the anchor was in contact with the
upper deck of the Empress. Then the lower deck comes next. It projects a little farther
out, and then the main deck.

7776. Q. Do I understand that each deck projects farther out than the deck
below that? — A. I didn't quite get the question.

7777. Q. Well, the decks didn't touch all at the same time ? — A. No, they did not.

7778. Q. There was some deck that hit below the anchor? — A. Yes.

7779. Q. Is that one of the decks that projects farthest out or one farthest in ? —
A. It projects farther out.

7780. Q. Then the succession in which the decks came in contact with the star-
board bow would begin at the top and work down ? — A. No, the anchor is in between
the two upper decks, that is what caused the initial impulse. Then as you come down,
as the anchor pushes in and pushes also the stem over the port, the next contact comes
into play lower down, and then a contact below that and always continuing this
tendency.

7781. Q. In succession ?— A. Yes.

7782. Q. And the succession works downwards ? — A. That is correct.

7783. Q. I think Mr. Aspinall failed to understand your statement that the stem
bar did not penetrate. Will you please state what did penetrate into the side of the
Empress on your ship ?

Lord Mersey. — I did not understand that this gentleman said that the stem bar did
not get inside the Empress. I understood him to say that it did get inside. That it
penetrated in that sense at any rate.

Mr. Haight. — Yes, my Lord, but I thought Mr. Aspinall had some difficulty with
that point in the cross-examination, and I thought perhaps it might be made a little
clearer to him.

By Lord Mersey:

7784. Q. It did, of course, penetrate in the sense that it got inside? — A. Abso-
lutely-; it did not do the cutting.

7785. Q. That is what I understand ?— A. Perfectly.

By Mr. Haight :

7786. Q. The cutting edge of the Storstad was turned, as I understand it, at the
first moment of contact? — A. Correct.

7787. Q. You were asked something about the effect of the rudder being to star-
board and the wheel being to port and the initial swing caused by the reversing engines.
Will you please tell me what effect the reversing of the engines and of the propeller
has upon the influence of the rudder? — A. Do you mean the rudder being over to star-
board ?

REID.

EMPRESS OF IRELAND— STORSTAD COLLISION 489

SESSIONAL FAFER No. 21b

7788. Q. No matter which way the rudder is going. Does the quick water which
is forced forward, as I understand, by the reversed propeller, in any way affect the
efficiency of the rudder itself, wherever you put it? — A. Certainly.

7789. Q. Now what effect does it have? — A. It all depends on which way the
rudder is turned. If the rudder is turned to starboard it would neutralize the effect
of this going atetern wheel.

7790. Q. When your vessel is going forward, with your engines going forward,
the rudder as it swings, bears upon the water going astern? — A. Yes.

7791. Q. And when you put your engines the other way, how does the water come
to bear upon the surface of the rudder? — A. Streamte come from aft and strike upon
the rudder, and if the rudder is over to starboard, that stream more or less neutralizes
the stern effect.

7792. Q. The reversed propeller changes the direction of the streams of water? —
A. That is correct.

7793. Q. And if your rudder is not actually tewung out to starboard when you go
ahead, the water striking that starboard side of the rudder tends to swing the bow to
starboard ? — A. Correct.

7794. Q. When your propellers are going astern the stream of water is striking
on the port side of the rudder, and tends to *set your stern to starboard? — A. That is
right.

7795. Q. I understood you to say when Mr. Aspinall was asking you to make some
assumption as to the part which might have been penetrated, that you did not agree
with his statement that the Storstad penetrated not only the decks, but the bilge-keel
also. Was I correct? — A. I examined the bilge-keel.

7796. Q. Why do you think the statement of Mr. Hillhouse is not correct that
you cut through the bilge-keel? — A. Because about twelve feet from the keel line I
have a fore-foot, which makes a circular tyirn to about twelve feet abaft my vertical
perpendicular, and that leaves a part of the stem which could not possibly reach the
bilge-keel with the penetration I have found.

7797. Q. In your judgment the bilge-keel was so low down that the stem didn't
reach it? — A. Yes, it was so low down, and on the bilge of the Empress — it couldn't
be reached.

7798. Q. The draught of the Empress was not sufficient to bring the stem against
the bulge keel? — A. No, the form of the Storstad's stem was such that it could not
reach the bilge-keel of the Empress.

7799. Q. Will you please indicate, Mr. Eeid, upon the long working plan of the
Empress, the location of the pad and of this port which, in your judgment, left their
marks upon the port bow of the Storstad ? — A. Yes, that was the point there (indicat-
ing).

7800. Q. How have you marked it so that it can be identified? — A. There is a
cross marked here in black, and I put another cross against it.

Mr. Haight. — Witness indicates with a check mark and also with a check on the
cross, the pad immediately below the cargo door, which cargo door is directly under
the forward side of the aft funnel.

Your Lordships can see, perhaps, the cargo door on this plan, with the pad under it.

7801. Q. Now, the port-hole which you think also marked the side of the Storstad,
is where? — A. Just above and forward.

7'802. Q. That is, the port-hole across which you have marked a cross in lead
pencil? — A. Yes.

Chief Justice McLeod. — Is that plan in evidence, Mr. Haight?

Mr. Haight. — I understood it was put in evidence this morning, my Lord, and
marked. If not, I would like to put it in evidence now.

(The working plan of the Empress is put in and marked as Exhibit D-l.)

REID.

490 MARINE AND FISHERIES

5 GEORGE V., A. 1915

Lord Mersey. — Do you want to ask anything, Mr. Aspinall?

Mr. Aspinall. — No, I do not want to ask this witness any questions. What I
wanted was to be allowed to recall Mr. Hillhouse to deal with the suggestion that
this rudder was deficient to the credit of the company and the credit of the builder.

By Mr. Haight:

7803. Q. How does the point of this pad and the port which you have just
marked compare with room 328 as shown on the plan of the ship? — A. If you make
the penetration go under the bulkhead upon which that number was attached, you
are about right — go under the cabin bulkhead on which that number was carried you
are about right. I did not use that number till later when it was discovered.

7804. Q., Then the centre wound would be about under the bulkhead? — A. The
centre line of the Storstad going into the Empress would be about under the bulk-
head on which that number was found.

By Lord Mersey:

7805. Q. Have you a sketch giving the profile of the stem of the Storstad as it
existed before the collision? — A. I have a plan of the Storstad which I can put in
and I made a sketch of the profile of the stem of the Storstad.

7806. Q. Before the accident? — A. Before the accident.

7807. Q. Did you do it before the accident? — A. No, I took it off the plan.

7808. Q. Probably if we saw the plan, it would be sufficient. Have you a plan
of the Storstad?. — A. This plan on a small scale shows the general arrangement of the
Storstad.

Lord Mersey. — That is all we want.

Mr. Haight. — Would your Lordship like to have everything we have in the way
of plans?

Lord Mersey. — I would not.

Mr. Haight. — Perhaps the assessors would. I would be very glad to turn over
everything we have. (Plan of general arrangement of Storstad put in and marked
Exhibit 22.)

By Mr. Newcombe:

7809. Q. Just one question for my own information, Mr. Eeid, because I do not
quite understand your statement. Is it your opinion that if there had been no
anchors on the bow of this ship the bow would have sheered off to starboard? — A. I
woulcl hardly say that, Mr. Newcombe. I think the initial tendency was to go to
starboard, but whether it would have continued I could not say.

7810. Q. I want to clear up the fact as to whether you would have expected to
have found the twisted bow, or the sheered off bow, if there had been no anchors
hanging over the bow? — A. No, I think that ultimately the stem would still have
gone off to port because the tumble-home of the Empress' side allowed this portion of
the bow, which projects very considerably, to come in contact at the same time as
this (indicating) came in contact, even in spite of the 18-inch projection of the
anchor.

7811. Q. There was a corresponding anchor on the port side? — A. There was.

7812. Q. Did that cut any figure in the matter at all ? — A. No, it was clear at the
time of contact but ultimately it ceased to be a force in play when the penetration took
place and it was forced into the centre of the ship, and not carried along on the star-
board side.

7813. Q. Irrespective of the anchors, assuming the Empress to have been going

in a direction from port to starboard across the bow of the Storstad would you still

have found the bow twisted over to the port side? — A. I am inclined to think so.

reid.

EMPRESS OF 1RELAXD—ST0RSTAD COLLISION 491

SESSIONAL PAPER No. 21b

Lord Mersey. — Let us see that model. (Model of bow of Storstad passed up to the
Court.)

By Lord Mersey:

7814. Q. Did you use the expression that the cutting edge was in contact? — A. No
sir, the cutting edge did not come into play; otherwise, there would be a mark.

7815. Q. What do you understand by cutting edge? — A. The face of the stem bar.

7816. Q. Do you mean this (indicating) ? — A. Perfectly.

7817. Q. I understood you to say that the stem bar did not strike in the first
instance at all ? — A. It is my view that it was only the starboard side that struck.

7818. Q. Did you not tell us that something parted at the first moment of contact?
It is suggested that you said that the cutting edge parted at the first moment of contact ?
Did you say that ? — A. I do not think so, because I made the statement that the cutting
edge did not come into play at all.

Mr. Haight. — I am afraid the expression was mine and apparently it was not a
good one.

Lord Mersey. — Our ofiicer got it into his head that the expression was used. Mr.
Reid says he did not use it.

Mr. Haight. — I think I was guilty of that.

Lord Mersey. — Do you know what that means?

Mr. Haight. — It means this: You have a sharp axe; the edge having been turned,
you may strike a bow with it, it is not really the original edge which cuts, or penetrates,
but it is the plane of the rolled and newer edge which penetrates.

Lord Mersey. — Do you mean to say that the stem bar was deflected ?

Mr. Haight. — As I understand it the effect of the contact between this anchor
which was projecting

Lord Mersey. — We are not dealing with the anchor.

Mr. Haight. — The whole stem is practically a series of triangles. You remember
that Mr. Reid had testified that there are

Lord Mersey. — The whole stem a series of triangles?

Mr. Haight. — The whole stem, by virtue of the construction of this ship, the cross
strengtheners going from starboard to port

Lord Mersey. — I only want this question answered: What does cutting edge
mean that you allege was turned over at the first moment of contact ?

Mr. Haight. — By that term I mean the stem bar. I should have so stated.

Lord Mersey. — That is an answer to the question. Have you any other witnesses?

Witness retired.

Mr. Haight. — No, my Lord, our case is closed.

Lord Mersey. — Mr. Newcombe, have you any?

Mr. Newcombe. — No more witnesses.

Lord Mersey. — Do you desire to offer any other evidence?

Mr. Newcombe. — I wish to put in the report certifying to the Empress as an emi-
gration ship.

Lord Mersey. — We have the emigration certificate in, I think.

Mr. Newcombe. — Yes, and I have the report of the Board of Trade ofiicer here
signed bv Thomas E. Thompson, one of the officers of the Board of Trade.

REID.

492 MARINE AND FISHERIES

5 GEORGE V., A. 1915

Lord Mersey. — Will you tell me the date of it?

Mr. Newcombe.— The date is the 15th May, 1914.

Lord Mersey. — Was it issued at Liverpool ?

Mr. Newcombe. — Yes. I have here the original report of Mr. Thompson.

Lord Mersey. — What is the date of it ?

Mr. Newcombe. — The 4th June last.

Lord Mersey. — That is after the collision ?

Mr. Newcombe.— Yes, my Lord.

Lord Mersey. — Under what circumstances is that report made?

Mr. Newcombe. — It says ' that on the 15th of May I conducted .'

Lord Mersey. — I am not asking you what is in it; I want to know why it was
made. Can you tell us, Mr. Vaux?

Mr. Vaux. — I think the circumstances are these: The officer inspected the boats
and life-saving equipment for the purposes of the emigration certificate in Liverpool
and after this collision the Board of Trade asked him to report to them as to exactly
what he had done. He has made that report and he tells in the report exactly what he
did in regard to putting out the boats and the other inspections that he made.

Chief Justice McLeod. — On the Empress of Ireland?

Mr. Vaux. — On the Empress of Ireland.

Lord Mersey. — Do you think we ought to have that? It does not affect the ques-
tion of navigation in any way. It is a question more for Mr. Gibsone. Will you
read it and then we will know what it is we have.

Mr. Newcombe. — The report ite as follows:

" Board of Trade Surveyors' Office,

Canning Place, Liverpool, June 4, 1914.

SS. Empress of Ireland

Off. No. 123972.

" Sir, — I have the honour to report that on May 15th last I conducted the
clearance M.S. A. Part III of the above steamer.

" I inspected all the steerages, compartments 1, 2, 3 and 4 on No. 1 Pass-
enger Deck and compartments 1, 2 and 3 on the lowest Pasteenger Deck, the
total number of beds 802. In each of these beds lifebelts were laid out for
inspection and they all appeared to be in good order; these belts are kept in
racks overhead whilst at sea and are always handy.

" I al'so examined the fire appliances in these compartments and saw the
water-tight doors closed as I passed from one to the other. All the ladder-ways,
etc., were in order, direction (oil) lamps being placed where necessary.

" On examining the crew who were mustered on the saloon deck I found
that each man had a badge pinned to his coat with the number of his boat on
it, and that the sailors were divided so as to provide at least two for each boat
under davits.

" As soon as the muster was over the bugle was sounded and all hands
repaired to the boat deck when the order ' out all boats ' was given. All the
boats under davits, sixteen in number, were at once swung out. Two sailors
were in each and they shipped the thole-pins, passed the ends of the painters
out and shipped the rudders, the rest of the boats' crews setting up the guyte
and clearing away the falls. From the time the order was given to the time
the boats were ready for lowering about four minutes had elapsed.

EMPRESS OF IRELAND— STOBSTAD COLLISION 493

SESSIONAL PAPER No. 21b

" Two of the Englehardt collapsible boats were also opened up, the canvas
sides being rigged and all gear shipped.

" I then went round with the chief officer and inspected the equipment of
all the boats and I found these to be in order and to comply with the regulations.
"After swinging in the boats the crew was called to fire stations by bell
and bugle, hoses were stretched out and the water turned on, a number of
stewards were mustered with buckets and blankets and provision men were told
off to attend the boats. A number of 'stewards were also told off to control the
passengers in case of need. Two fire annihilators picked at random from the
steerages were turned on and were in order.

" The Captain then took me through all the passages and showed me the fire
appliances in the first and -second-class accommodation and as we came to each
water-tight door it was closed to my satisfaction. Direction (oil) lamps were
placed where necessary.

" I then went down the engine room with the chief engineer and saw all
the water-tight doors in the engine room, tunnel and boiler room; these all
worked perfectly.

" The second officer went with me to the signal locker and I found the fog
and di'stress signals to comply with the regulations. The sounding gear also
I found to be in good order.

"With regard to the boat and fire drill, each member of the crew appeared
to know his duties and both were carried out quickly and without confusion.

"The life-buoys which were attached to the bridge and rails were in good
order and easy to get at, floating lights being attached to half the number.

" The vessel cleared for Quebec her draught of water being 27 feet 9 inches
F. and 29 feet 2 inches aft, Freeboard 12 feet 5£ inches.

I am, sir,
" The Principal Officer, Your obedient Servant,

Liverpool." (Sgd) Thomas E. Thompson.

(Report filed and marked Exhibit 'E 1'.)
Lord Mersey. — Is there anything else you want to put in?

Mr. Newcombe. — I have a printed copy of the regulations to be complied with at
the time the vessel was built and also the regulations to be complied with before the
vessel last left Liverpool in May. If these are required we have copies that we can
hand in.

Lord Mersey. — At present I do not see their significance and I do not like to en-
cumber the case with things that are not necessary.

Mr. Newcombe. — I simply mention them in case they are required. At the open-
ing of the case, your Lordship will remember that I read the questions that were pro-
posed. These questions have been subject to two modifications. I hand up copies and
I need not read these over again with the exception of the two which have been altered.
An addition was required to one and details were asked for in the other which were
unnecessary :

'11. After the vessels had cited each other's lights did the atmosphere be-
tween them become foggy or misty, so that lights could no longer be seen? If
so, did both vessels comply with articles 15 and 16, and did they respectively
indicate on their steam whistles or sirens, the course or courses they were taking
by the signals set out?'

I am going to hand in amended copies and I have signed a copy which I shall hand
to your Lordship.

'17. Were any of the persons on board the SS. Empress of Ireland who lost
their lives, killed or injured by the collision?

494 MARINE AND FISHERIES

5 GEORGE V., A. 1915

What number of passengers and crew left the ship in the boats which got
away?

How many persons were ultimately rescued, and by what means? What
was the number of passengers, distinguishing between men and women, and
adults and children, of the first, second and third classes respectively, who were
saved ? What was the number of the crew, discriminating their ratings and sex,
who were saved?'

Lord Mersey. — You will hand up the amended copy of these questions?

Mr. Newcombe. — Yes, my Lord. (Amended questions put in by Mr. Newcombe
and marked Exhibit 'F 1'). I think thaf completes the case.

Mr. Haight. — Have you received from the chief gunner's mate the data that he
agreed to give us as to the diving?

Mr. Newcombe. — No.

Lord Mersey. — What is that?

Mr. Haight. — The diver promised us a memorandum which has not arrived yet.

Mr. Newcombe. — It has not arrived yet but it may be handed to-morrow.

Mr. Haight. — I would like to have it as soon as possible in preparing for my
argument.

Mr. Newcombe. — As soon as I get it I will send you a copy.

Mr. Haight. — Thank you.

Mr. Aspinall. — May I renew my application to call Mr. Hillhouse on the matter
of the rudder?

Lord Mersey. — It is only on the question of the rudder?

Percy Hillhouse, naval architect, recalled.

By Mr. Aspinall:

7819. Q. Did you hear Mr. Eeid criticise the area of the Empress' rudder in its
proportion to the size of the ship ? — A. I did.

7820. Q. Is it a just criticism? — A. I think not.

7821. Q. Why not?— A. Because the area compares favorably with that of other
large vessels and with standard practice.

7822. Q. Could you give me the names of other large vessels? — A. I have taken
out the mean percentage for thirteen large vessels, including the Campania and some
of the Union Castle liners, and so on, and the average is 1.265 per cent. For the new
rudder fitted to the Empress of Ireland the figure is 1.53 and for the Aquitania 1.45,
a little less than the 1.53 per cent of the new Empress rudder.

By Lord Mersey :

7823. Q. But that is later than the one you were quoting here? — A. Yes.

7824. Q. Have you found any that run above 2 per cent? — A. In war vessels it
is quite common to have two per cent or two and a half per cent, even up to three per
cent, because greater manoeuvring qualities are required.

By Mr. Aspinall:

7825. Q. Does Sir William White deal with the question in his work on naval
architecture ?— A. Yes, he says that " two per cent would probably be a fair average for
steamships of war." In merchant ships much smaller rudders are used and values as low
as one per cent have been met with.

HILLHOUSE.

EMPRESS OF IRELAND— STORSTAD COLLISION 495

SESSIONAL PAPER No. 21b

Lord Mersey. — There are a few questions that Mr. Welch would like to put to
you.

By Mr. Welch:

7826. Q. I think you promised to put some plans of the Empress in? — A. Yes,
I have the plans here, I hand in the rigging plan, the hold plan, the lower and orlop
decks, the main and upper decks, the shelter and lower promenade decks, the upper
promenade and boat decks as the boat deck was originally built and a plan showing
the curves of displacement, metacentres and centres of buoyancy.

7827. Q. Did the builder make any calculations of stability the results of which
were afterwards handed over to the owners? — A. Yes, the vessel was inclined as usual
and a certain number of stability curves were provided.

7828. Q. Were they given to the owners? — A. They were given to the owners.
-. 7829. Q. Are they put in ? — A. I have one copy here. It is my only copy.

Lord Mersey. — You must part with it.

The Witness. — This shows "the stability curves.

By Mr. Welch:

7830. Q. Can you give us any more information with regard to the lower
bunkers? Taking the coal bunker abreast of the forward boiler room, is there any
subdivision at the middle line of the cross bunker? — A. Yes, there is a non-water-
tight middle line bulkhead in the forward cross bunker.

7831. Q. How high does that extend? — A. It extends to the under side of the
lower deck.

7832. Q. In what sense is it non-watertight ? — A. It is pierced by two large man-
holes, about 36 inches by 18 inches each; the plating is heavily stiffened to resist
water pressure.

7833. Q. In the upper bunkers there is no such division? — A. No such division.

7834. Q. Between the two boiler rooms there is a passage-way? — A. Yes, there
are two passageways, one for access at the hold level and another for carrying steam
pipes underneath the lower deck level.

7835. Q. Is one passage immediately above the other? — A. One is immediately
above the other, and the two are connected by a non-watertight partition, also con-
taining manholes.

7836. Q. What would be the total depth of those two passageways? — A. In the
neighbourhood of 15 feet.

7837. Q. So far as depth is concerned, does that apply also to the steam pipe
passage at the forward end? — A. That particular steam pipe passage is above the
level of the lower deck; the access passage is on the hold level as between the boiler
rooms.

7838. Q. So that below the level of the lower deck is this non-watertight parti-
tion fc— A. Yes.

7839. Q. You heard the evidence given on this point; can you tell from that
evidence whether the watertight door in the forward end of the bunker at the star-
board side of the engine room was open or closed? — A. I think that question was
asked of one of the engineers and he replied that he did not know whether that door
was open or, closed.

7840. Q. If it were open, of course that would accentuate the list? — A. Cer-
tainly.

7841. Q. Then, in the bulkhead between the two boiler rooms and in the upper
bunkers there were watertight doors? — A. Yes, sir.

7842. Q. Do you know or have you heard whether these doors were open or
closed? — A. No, there has been no evidence regarding those two doors.

HILLHOUSE.

496 MARINE AND FISHERIES

5 GEORGE V., A. 191b

7843. Q. I think,, Mr. Hillhouse, that you have calculated the metacentric
height of this vessel as she left Quebec? — A. As she was at Father Point.

7844. Q. Is that calculation amongst the documents which you have produced?
— A. No, sir.

7845. Q. Can you produce it? — A. That is the calculation. (Paper handed to
court.)

7846. Q. So that that statement, of course, will show the amount of water in the
double boiler? — A. Yes, it gives all the water there was on board.

7847. Q. Can you say how much of that water was fresh and how much salt? — A.
Yes, it is shown in that paper. I understand that a good deal of fresh water is usually
carried, as it is found that it is required, and that in cases ^vhere a great amount of
cargo is not available, salt water ballast tanks are rilled, but not if a large quantity of
cargo is obtained.

7848. Q. So that on this occasion the deep water ballast tank was being used for
cargo? — A. Yes.

Witness discharged.

Lord Mersey. — I understand that with the exception of the statement which is to
come from the divers, the whole of the evidence is in.

Mr. Newcombe. — I think so, my Lord.

Lord Mersey. — I know you understood so, didn't you, Mr. Newcombe?

Mr. Newcombe. — Yes, my Lord.

Lord Mersey. — And you, Mr. Haight?

Mr. Haight. — Yes, my Lord.

Lord Mersey. — And you, Mr. Aspinall?

Mr. Aspjnall. — Yes, my Lord.

Lord Mersey- — And you, too. Mr. Gibsone?

Mr. Gibsone. — Yes, my Lord.

Lord Mersey. — Very well, then, we have arrived at a stage when we may congratu-
late ourselves a little. Now, I am going to utilize the remainder of the afternoon by
asking Mr. Gibsone to be good enough to say what he desires to say. I told him that
he would not be called upon till later, but he is doubtless prepared to go on; therefore
we will hear now from Mr. Gibsone.

Mr. George F. Gibsone, K.C. : The first thing I should say is that any remarks that
we may venture to address to your Lordships on behalf of the Union are not critical and
are not directed against any of the parties to the case. Even supposing all our supposi-
tions are well founded — which we believe they are — they would not impute any blame
whatsoever to the Canadian Pacific Kailway Company, the owners of the Empress, or to
the steamship Storstad. I should say, of course, that these remarks cannot apply to the
Storstad, which is a foreign ship. The second thing I should say is that these sugges-
tions are not new ; they have been many times before urged by the Union, and if we are
here before your Lordships on this occasion it is just to take advantage of a prominent
occasion on which these suggestions can be submitted to a tribunal which is considering
matters of the kind.

The National Sailors' and Firemen's Union consists of about 90,000 members, and
probably 95 per cent — certainly between 90 per cent and 95 per cent of the sailors and
firemen work on board ships belonging to the Union, and now respectfully make these
suggestions to your Lordships. The Union constitutes itself the guardian of the good
reputation of its members generally. Shortly after this accident happened, numerous
reports appeared in papers alleging misconduct, cowardice and neglect of duty on the

GIBSONE.

EMPRESS OF IRELAND— STORSTAD COLLISION 497

SESSIONAL PAPER No. 21b

part probably of seamen, firemen and members of the crew of the Empress. I am glad
t0 8ay — and I think your Lordship gave us the testimony earlier in the case — that
nothing whatsoever in that direction has been made out. So far as that is concerned,
our duty ended very early in this investigation.

By way of explanation, I may say also that when first we came into the case, we
were not aware that the Canadian Pacific Eailway Company had been so fair-minded
and well-intentioned towards the crew of their boat as to designate counsel to look
after their interests, and it is quite probable that if we had known that in advance,
we ourselves would not have put in an appearance. My learned friends, Mr. Geoffrion
and Mr. Thompson, have been considerate enough to allow that side of the case to be
attended to more by us than by them, although they really were not bound to give
way to us, as they very courteously and considerately did.

The considerations which we offer to Your Lordships are these. In the first place,
we say that there were not enough able-bodied seamen on the Empress. I am willing
to admit, and I myself believe, that the Empress complied in all respects with the*
Board of Trade rules, and all that we can ask from Your Lordships is, perhaps, a
recommendation that these questions should be favourably considered by the Board of
Trade when amending their rules in future. With regard to the number of able-
bodied seamen, we ask attention to the fact that it has been proved that there were
only 19 on board the Empress at the time of the accident. There were more seamen
than that, but they were ordinary seamen, and the LTnion makes a distinction between
able-bodied seamen and ordinary seamen. The Empress had on board 42 boats, and
there were altogether 19 able-bodied seamen, presumably to look after those boats.
Of course, it is quite true that there were firemen on board and there were stewards on
board, but firemen and stewards, it is contended by the Union and has been contended
by them for many years, are not primarily qualified or trained for boat work. What
the LTnion has been asking for years and trying to persuade the owners' associations
to accept is that the number of able-bodied seamen upon passenger ships should
number two per boat.

Chief Justice McLeod. — Do I understand you to say that there were 42 boats on
this steamer?

Mr. Gibsoxe. — Yes, my Lord, 42 altogether.

Chief Justice McLeod. — Then your suggestion is that there should be 84 able-
bodied seamen?

Mr. Gibsoxe. — Yes, that is what we contend. There were 16 boats under davits on
the boat deck, with 16 collapsibles, and then there were ten other boats, two of them
under davits and eight of them collapsible.

Lord Mersey. — Do you suggest that there should be 80 odd able-bodied seamen in
place of the 19 whom you say were there?

Mr. Gibsoxe. — Those are my instructions, my Lord.

Lord Mersey. — Suppose that were done; would you then decrease the number of
ordinary seamen?

Mr. Gibsoxe. — Yes.

Lord Mersey. — Then your suggestion is not that there should be an additional
number in the crew, but that the qualifications of the crew should be different?

Mr. Gibsoxe— Yes, my Lord.

Lord Mersey. — Are you sure that is what you mean?

Mr. Gibsoxe. — I mean that, and I also mean that the crew should amount in
number to two men per boat carried on passenger ships.. I do not think that it is
necessary for me to refer to evidence in support of the suggestions now made; the
facts are before your Lordships and your Lordships will consider them in dealing with
the other features of the case. I think I need not refer to any evidence that was

GIBSONE.

21 7j— 32

498 MARINE AND FISHERIES

5 GEORGE V., A. 1915

offered, with one exception, and that is that out of the 42 boats that were on the
Empress at the time of this accident, whether from the suddenness of the emergency
or from other causes, it is known to be a fact that only three boats and one collapsible
boat got away from the ship.

Lord Mersey. — Of course, you do not forget, Mr. Gibsone, that one-half of these
boats became useless by reason of their being on the port side.

Mr. Gibsone. — No, I do not forget that, my Lord, but on the other hand, perhaps
it might be said that all the crew that might have been directed to the port boats were
free to attend to the starboard boats, and even in spite of that fact only three boats
were got away.

The next point which my instructions are to submit to your Lordships, and it is
very closely allied to the first one, is that boat drill, as carried on on board passenger
ships now, is not effective. Boat drill consists just now of a full dress parade. The
sailors, the stewards, and firemen, are all dressed in blue and turned up and stand by
their boats, and as the captain passes by, the boats are swung out on the davits, and
two boats are lowered into the water. It might quite well be— although of course I can

only suggest it

Lord Mersey. — This is the boat drill in port that you are speaking of ?
Mr. Gibsone. — Yes, my Lord, it is the only boat drill I think that is carried on.
Lord Mersey. — There is no boat parade, or whatever you call it, when the boat
is at sea?

Mr. Gibsone. — No, my Lord, this is what is carried on in port, and I don't know
of any boat drill being carried on at sea. I have received no information about it,
and I don't think there is any evidence in the record about it.
Lord Mersey. — There is none, Mr. Gibsone.

Mr. Gibsone. — I was going on to say that it might quite well be, and possibly would
not be surprising from a human standpoint, if the two boats that were lowered were
always the same two boats, and if the crew that were told off to lower the boats that
were going to be lowered for the inspection were a picked crew.

Be that as it may, what the LTnion has been asking for is that boat drill should
consist of a working dress parade, where the men can work about the boats without
fear of spoiling their clothing, and that the drill should consist in putting all the
boats into the water and not merely putting in two. In that way, all the men on
board the ship, be they stokers, stewards, or seamen, would have the practice and
experience of actually manning their boats and lowering them into the water.

The other point is a request on the part of the firemen of the ship that ships
should be provided with floats or rafts, that is something floating, some floats or rafts.
What the firemen feel is that with ships provided only with boats they are at a consid-
erable disadvantage in case of accident, because they remain in the stokehold until
the last moment. They are down there on duty. By the time they come up the pre-
sumption is that the boats have been lowered and have got away from the ship. I do
not wish to exaggerate at all as to what would happen, and I will only say that pre-
sumably the boats would have got away from the ship, and then if the ship founders
the firemen have to swim for it; because many ships now are not provided with rafts
or floats of any kind. What the firemen particularly ask for is that boats should be
provided with some kind of floats or rafts which would float away as the ship founders,
if she does founder.

These are the only points we wish ,to submit to your Lordships and to ask you,
if you think well of them, to report favourably upon the changing of the rules in such
a way that ships should be provided as we suggest. These are all the remarks I have
to make to your Lordships.

Lord Mersey. — We are much obliged to you, Mr. Gibsone.

GIBSONE.

EMPRESS OF IRELAND— STORST AD COLLISION 499

SESSIONAL PAPER No. 21b

Now, I propose to rise until to-morrow at two o'clock, and then we shall hear what
Mr. Aspinall has to say.

Mr. Haight. — My Lord, may I ask that from now until two o'clock to-morrow the
Exhibits be placed somewhere so that there will be free access to them by both sides?

Lord Mersey. — Don't you think they had better be here, Mr. Haight?

Mr. Haight. — I am afraid the guardian of the Exhibits would not like to stay
here all night while we are working at them. But if there could be some room in the
Chateau, I don't care where, under some guardianship, so that we could both get at.
them.

Lord Mersey. — I might put them in my room.

Mr. Haight. — No, my Lord, I would not trouble your Lordship in that way, but
possibly we might, just for overnight, have a room, not an elaborate one, but one to*
which both sides could have access, and where the Exhibits might remain under key,
each side having a key.

Lord Mersey. — What do you say, Mr. Newcombe.

Mr. Newcombe. — I have no objection, my Lord.

Lord Mersey. — Do you object, Mr. Aspinall?

Mr. Aspinall. — No, my Lord.

Lord Mersey. — Will you use the key much, Mr. Aspinall ?

Mr. Aspinall.1 — No, my Lord.

Mr. Haight. — Then I will take them all to my room if no one else wants them.
I would particularly like to have the charts.

Lord Mersey. — I am just informed by my colleague, Sir Adolphe Routhier, that it
would be possible to have a room in this building.

Mr. Haight. — Could we get to it in the evening?

Sir Adolphe Routhier. — If you apply to the Sheriff for a room and for some one to
take charge of them, I am sure that he will accommodate you in that way.

Mr. Haight. — My Lord, I have just been informed that the building is open all
night, and that there are caretakers here, so it will suit me perfectly well to have the
Exhibits left in this building.

Lord Mersey. — Very well. Then we will rise until two o'clock to-morrow after-
noon.

TENTH DAY.

Quebec, Friday, June 26, 1914.

The Commissioners appointed by the Honourable John Douglas Hazen, the Min-
ister of Marine and Fisheries of Canada, under Part X of the Canada Shipping Act
as amended, to enquire into a casualty to the British Steamship Empress of Ireland,
in which the said steamship, belonging to the Canadian Pacific Railway Company, was
sunk in collision with the Norwegian Steamship Storstad, in the River St. Lawrence,
on the morning of Friday, the 29th day of May, 1914, met at Quebec this morning the
Twenty-sixth day of June, 1914.

Lord Mersey. — Now, Mr. Duclos, Mr. Haight is not here at the moment, and I
am told that Mr. Griffin is not here. Do you think it matters ? Do you wish us to wait
until they arrive?

GIBSONEL

21 1— 32-1-

500 MARINE AND FISHERIES

5 GEORGE V., A. 1915

Mr. Duclos. — No, my Lord, I think they will have no objection to your beginning.
I think they will be here in the next few minutes.

Lord Mersey.-— Well, at any rate, there will be a report of what is said, and Mr.
Haight will see it, so I think I may go on.

Mr. Duclos. — Yes, my Lord.

Lord Mersey. — Now, Mr. Aspinall.

SPEECH OF Mr. ASPINALL, K.C.

Mr. Aspinall. — If your Lordships please, it now becomes my duty to address your
Lordships on behalf of the Canadian Pacific Railway Company, and I propose to divide
my address into the six following topics or heads, namely:

1. To consider whether on leaving Quebec on May 28th, the Empress of
Ireland was in an efficient seaworthy condition and properly provided with life-
saving appliances;

2. To consider whether she was sufficiently and efficiently officered and
manned ;

3. To con'sider whether the Canadian Pacific Railway Company had taken
adequate measures to ensure proper and sufficient boat and water-tight door
drills being held;

4. To discuss the question as to who was to blame for the collision ;

5. To consider whether after the collision the ma'ster and crew, including
the Marconi operators of the Empress, took all measures within their power to
save life;

6. To discuss the question, what was the cause of the Empress sinking so
quickly.

My Lords, the fourth question, then, as to who was to blame for the collision, is
one that will take some time. The other questions or heads, into which I propose to
divide my address, will be comparatively short.

Chief Justice McLeod. — What was the sixth?

Mr. Aspinall. — To consider and discuss what was the cause of the Empress sink-
ing so quickly.

Now, my Lords, with regard to the first question, as to what was the condition
of the Empress on leaving Quebec, whether she was in an efficient and seaworthy con-
dition and properly provided with life-saving appliances, I desire at the outset to
remind your Lordships that in an early stage of these proceedings, Mr. Newcombe said,
on behalf of the Canadian Government, that he had no complaints to make with
regard to these two matters. The way that arose was this : it is on page 18 of the first
day's evidence — and I would like to remark, my Lord, that wherever it is necessary
for me to refer to the evidence, I propose to refer to the page and to the day, in order
that if hereafter your Lordships might derive any benefit from my remarks, your
Lordships will be able to turn up the reference in consequence of my saying the day
on which the evidence is given and the page where it is to be found. The incident
which I am discussing arose thus : Lord Mersey said to Mr. Newcombe : " Are you
instructed to make any complaint at all as to the construction, condition or equipment
of the Empress of Irelandt" and then the discussion went on in this way:

' Mr. Newcombe. — No, my Lord, I have no such instructions.
Lord Mersey. — Then if you are not going to make any complaint I do not
think it is necessary that you should deal with these matters in detail.

ASPINALL.

EMPRESS OE IRELAND— 8T0RSTAD COLLISION 501

SESSIONAL PAPER No. 21b

Mr. Newcombe. — Very well, my Lord. Then that brings me to the ques-
tion of witnesses.'

Now it is essential, in the interests of the Canadian Pacific Railway Company,
that I should deal at a little more length with regard to these matters.

Now this ship, as your Lordships have heard, was built for the Canadian Pacific
Railway Company by the Fairfield Shipbuilding Company, a firm of the greatest
eminence; and it was built under the supervision of Lloyds' surveyors, and under the
supervision of the Board of Trade surveyors. And as I understand it, the practice
that obtained was this: during the course of construction the Board of Trade sur-
veyors are on the spot, watching, as they should, the ship as it grows, and if they, as
the ship is being built, are of opinion that there is any failure or defect which requires
alteration or addition, they bring it to the notice of the shipbuilder, the matter is dis-
cussed, and effect is given to the recommendations of the Board of Trade. That was
the practice that obtained in the present case, and after the ship was completed, as we
know, the Board of Trade gave the ship their certificate as a passenger ship.

That passenger certificate continued in existence year by year, and at the time
when this vessel was unfortunately lost there was in existence such a certificate; and
according to the terms of that certificate the Board of Trade surveyors declare that hav-
ing completed their inspection shortly before, some few months before the date of this
disaster, they state that the hull and machinery were sufficient for the service intended,
and in good condition, that the boats, life-saving appliances, lights, signals, safety
appliances, fire-hose, are such and in such condition, as are required by the Merchants'
Shipping Act. It is unnecessary that I should weary your Lordships further with
regard to that matter.

In addition to that, there was also the emigration survey, which, according to the
evidence, was a survey shortly before the vessel left Liverpool on her outward voyage
before she arrived in Quebec. According to that emigration survey, the emigration
officer was perfectly satisfied with everything he found on board the vessel. My Lords,
the next point — dealing with the same topic, but dealing with the evidence that has
been given, — it is to be remembered that in addition to the character given to this vessel
by these surveyors, we also have the evidence of Mr. Staunton, which is put in on the
fourth day at page 754.

At page 754, Mr. Staunton tells us this. He was examined by myself, and I asked
him:

"Q. What position do you hold ? — A. I am superintendent of life-saving
appliances, also marine superintendent in the employ of the Canadian Pacific
Railway.

Q. What is your duty in regard to the life-saving appliances ? — A. To exam-
ine all the boats, test the men in rowing, examine the doors, fire-hose, life-buoys,
life-belts, and all life-saving appliances.

Q. When did you last perform these duties?— A. On the 23rd of May, the
day after the Empress of Ireland came in.

Q. She was then where? — A. She was then in Quebec.
Q. And did you inspect her thoroughly ? — A. I did.

Q. For the purpose of seeing that all those matters were in good order and
condition? — A. I did.

Q. Were they all in good order and condition ?— A. Everything was in good
condition.

That is Mr. Staunton's evidence with regard to this matter. Mr. Newcombe
very properly saw fit to some extent to sift that evidence; he did so, but the result of
it was merely that the evidence was given in a little more detail and it was entirely
a corroboration of what Mr. Staunton had already said.

ASPINAHU

502 MARINE AND FISHERIES

5 GEORGE V., A. 1915

Now, my Lord, I submit that that evidence is quite sufficient to justify me in
asking- your Lordships to come to the conclusion that on leaving Quebec on the day
in question the Empress of Ireland was then in an efficient and seaworthy condition,
and properly provided with life-saving appliances. My Lords, in making that remark,
1 do not leave out of consideration the fact that an attack has been made, by Mr.
Ilaight, upon the steam-steering gear of this vessel, but I think it would be more
proper if I should deal with that matter when I come to deal with the collision, as it
will save me dealing with it twice. My Lords, I now pass away from topic No. 1,
and I come to topic No. 2, namely, was this vessel sufficiently and efficiently officered
and manned?

My Lords, with regard to that, I find on page 5 of the survey this : that the cer-
tificates of the master, mates, and engineers, are such as are required by the Merchant
Shipping Acts. So that, so far as the certificates are concerned, we have got the
necessary certificates for the officers, to whom this ship had been entrusted.

Captain Kendall told us that he himself held an extra master's certificate, that
there were six other officers with him, and four of these gentlemen held master's cer-
tificates, and four mate's, and throughout the course of this inquiry no suggestion
has been made in any way affecting their efficiency.

Lord Mersey. — Have you the reference to Captain Kendall's evidence, Mr.
Aspinall?

Mr. Aspinall. — Yes, my Lord, pages 49 and 50 of the first day.

Now, my Lord, Mr. Gibsone, for whom I have the greatest respect, is evidently
not a good mathematician, because he made a complaint that there were only nine-
teen A.B.'s on board this vessel. My Lord, we have done the addition, and I think he
will be satisfied that if he adds it up again he will find there were twenty-four A.B.'s
on board this vessel.

Lord Mersey. — Is that so, Mr. Gibsone? Is it a fact that instead of 19 there

are 24 ?

Mr. Gibsone. — I think it is 19, my Lord. I counted them myself on the document
that was produced, and my clients who are here have counted them also, but leaving
aside my own count, the count of my clients shows that the number was IS, and the
19th I think is the boatswain's cook, or something like that.

Mr. Aspinall. — Well, of course the document will speak for itself, and your Lord-
ships will no doubt look at the document in view of the fact that Mr. Gibsone and I,
on this topic, and I am glad to say on this topic only, are not in agreement.

Chief Justice McLeod.— Which document is that, Mr. Aspinall?

Mr. Aspinall. — The crew-list, my Lord.

Now, my Lords, in addition to the number of A.B.'s, be they eighteen or nine-
teen or twenty-four, the evidence is that there were four quartermasters on board this
vessel. So much for the deck department.

Now, with regard to the engineering department, in the evidence of the third
day, at page 537, we have the evidence of Mr. Sampson, who was chief engineer,
and what he tells us with regard to the engineering department is this: near the
bottom of page 537: —

' Q. Now, will you tell us what the full engineering staff on the Empress
of Ireland is, so that we will have it before the court I — A. 18 officers all told,
that is 15 engineers, two electricians, and myself as chief.

' Q. And what additional help have you in the engine room besides the
officers? — A. Well, we have altogether 135 all told, that is divided into donkey-
men, storekeepers, greasers — I think there are 18 greasers, six leading firemen,
and the remainder are divided between firemen and trimmers. The total is 135,

' Q. Now of all the engineers you have on that ship what proportion of

ASPINALL.

EMPRESS OF IRELAND— STORST AD COLLISION 503

SESSIONAL PAPER No. 21b

them hold first-class certificates? — A. Eleven.

' Q. Can you state to the court the nature of the equipment in the engine-
room? — A. I should say first-class order throughout.

' Q. Now as to the steering gear in what condition did you find that ? —
A. Perfect order.'

So that is the state of the evidence with regard to the number and character
of the officers and men in that department. My Lord, that disposes of question No. 2.

Question No. 3, whether the Canadian Pacific Railway Company had taken ade-
quate measures to ensure proper and sufficient boat and watertight door drills being
held — the way that stands is this — Mr. Staunton, on the fourth day, told us at
pages 755 and 756: —

' Q. Do you know of any boat drills before the vessel left the dock — A.
I had boat drill and had three boats in the water. I left two boats in the
water; their seamen were practising pulling while the ship was alongside at
Quebec.'

Your Lordships will notice that the question is with regard to boat drills before
the vessel left the dock. I am emphasizing the word ' before ' because I want to
deal with what was done before she went to sea and after. Then we turn over to
page 756, and find the following: —

' Q. Had you anything to do with the bulkheads ? — A. I saw all the water-
tight doors shut.

' Q. Was there any experiment of sounding a call unexpectedly to h,ave
these doors closed? — A. Whether the captain told them they were going to be
closed or not, I don't know. I came down to the ship about half-past eleven.

' Q. What happened? — A. Swung out all the boats; lowered three in the
water. I couldn't put out any more, because there were cargo lighters, and
they were coaling. After that I closed the doors; I do not think the men knew
thalj they were going to close them.

Q. Do you know how long it took to closa the doors? — A. It took about
thirty seconds in the engine-room and from three and a half to four minutes
on deck.'

I wish to pause there, a moment, to remind your Lordships that Mr. Hillhouse
said it took in his opinion jibout five minutes. Then the evidence of Mr. Staunton
goes on thus:

Q. Were these operations carried out simultaneously, the closing of all the
doors? — A. I went around myself.

Q. Did you take the time on each door? — A. No, that was the whole lot,
when everyone was closed.

Q. That is, in three or four minutes they were all closed? — A. They were
all closed.

And I think there, so far as his evidence is concerned, that incident ends.

Then, my Lord, Captain Kendall, the first day, at page 164, tell us: that in the
book to which reference has been made, there was a provision that the Captain, ac-
companied by the doctor, purser, and chief steward, (and in the engine-room by
the chief engineer) will, unless weather conditions render it impracticable, or unless
the ships is in narrow waters, when the Chief Officer will act as Deputy, hold a com-
plete inspection of all parts of the ship each day, at ten thirty a.m. During the in-
spction, all members of the crew detailed for water-tight doors will be at stations, and
all doors will be opened and closed. Notices must be posted in the passengers' quar-
ters to this effect, with a request that complaints be made to the commander. The

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504 MARINE AND FISHERIES

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chief steward will daily visit every state-room, whether occupied or not. And then
Captain Kendall says that it is the practice which obtained on board his ship. Then
Mr. Gaade, the chief steward, on the seventh day, at page 1367 was asked the fol-
lowing questions by the learned Chief Justice:

Q. You are the chief steward? — A. Yes.

Q. Did you hear any orders given to close the water-tight doors? — A. I
heard the siren blow a long blast.

Q. What is the significance of that to the crew? — A. There is a notice
which has been printed and posted up in each pantry, stating that at a long
blast of the siren the men shall attend the bulkhead doors and close them ; im-
mediately they go to their boats. The rest of the men go right straight to
their boats.

Q. Are there any men specifically delegated to close the bulkhead doors ?—
A. There are, sir; there is a list made out and posted up on a notice-board in
the pantry, so that every man can see it.

May I interpose there the remark, your Lordships, that it is not merely that a
notice is posted so that the men can see it, but each day this drill is held. So quite
apart from the notice, the men in fact must get a knowledge of what their particular
water-tight door is.

Then the learned Chief Justice goes on thus : —

" Q. I suppose the men do not always read these notices. Are any instruc-
tions given to the men that it shall be the business of certain men to close
certain doors? — A. The men are told off for every door, and every morning at a
quarter to eleven the doors are inspected by the captain, the purser, the doctor,
the chief officer, and myself, and the steward who is in charge of the second-class
goes with us, until we finish with his doors, and the steward from the third-class
goes with us until his doors are closed.

Q. Was this inspection made on the morning of the 2Sth? — A. On the
morning of the 28th the inspection was made, sir.

Q. And you say that when this siren blows, each man knows what door to
go to ? — A. Yes, sir, and they have certain signals. Of course, the doors are not
closed on an ordinary inspection ; they are not all closed at once, they are closed
as we go around. For instance, there is a man works from the top and the man
below gives the signal ; he gives two signals to close the door and he gives three
signals to open the door, and he gives four signals to denote that the door is
finished with. That is only to see that the doors are in working order. In case of
a door being stiff or anyways hard at all the captain immediately tells the officers
to get the carpenter and see that the door is made to run all right.

Q. You say the doors are closed from where? — A. From the deck above.

Q. In all cases ? — A. In all cases.

Q. And is there a man there? There must be some machinery to be oper-
ated?— A. It is turned by handles.

Q. Who is there to handle them? — A. The man on top; the man gives the
signals below to the man who is standing by to turn the door and shut or open
it, whichever the case may be."

I do not think that there is more of this gentleman's evidence which adds any-
thing to what I have already read, although there is more of it dealing with this subject.

Now, my Lord, that again was dealing with the practice. Now I will refer your
Lordships to the evidence of Harrison, taken on the eighth day at page 1396. He was a
second-class bedroom steward, and he tells us what he did, and he tells us why he did
it. In his evidence, page 1396, he is asked: —

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EMPRESS OF IRELAND— STORSTAD COLLISION 505

SESSIONAL PAPER No. 21b

' Q. Do you know any thing about any doors having been closed at that time?
— A. When I heard the crash I heard the siren blow, and 1 knew it meant to
close the bulkhead doors, and I went right around to my door. I was unable to
close it because there was too much water there.

Q. On what deck is that? — A. On the upper deck.
And then at page 1400, he was asked certain questions by me. with regard to this
matter . . . . no it commences at page 1399, where I asked him:

Q. Mr. Harrison, as soon as you felt the crash, what did you do? Did you
rush up at once? — A. I first put on a little clothing and rushed right down to
my door.

'Q. You wasted no time? — A. Not a minute.'

' Q. Your first thought was of your door ? — A. Yes.'

* Q. That was your duty ?— A. Yes, sir.'

1 Q. How did you know that this was your first duty ? — A. I heard the
siren blow.'

i Q. The siren gave you the order, so to speak, and away you went at once
to your door? That is what all the other stewards ought to have done if they
did their duty as you did? — A. Those are the orders, sir.

' Q. And having gone up and having done your best you couldn't work it ?
—A. No.'

My Lord, I submit that that evidence entitles me to ask your Lordship to come
to the conclusion that, so far as they could, the Canadian Pacific Railway Company
had insisted upon the staff doing their best under all circumstances to close those
doors. They got a good system and they did their best to see that their system was
carried out.

My Lord, the next topic I shall take up is whether after the collision the master
and crew, including the Marconi operators of the Empress, took all measures within
their power to save life.

Lord Mersey.— Is this your topic No. 4?

Mr. Aspinall. — No, my Lord, it is No. 5. I am omitting No. 4 at the moment,
because I thought it was a matter which would take some time, and might extend to
a considerable length, so I thought I would dispose of No. 5 before taking it up. The
scheme I had in my head, in suggesting these topics, was this: I was considering
what duty the shipowner owes to the public, and I considered it was his duty to provide
as far as knowledge of shipbuilding went at the time the ship was built, a good and
efficient ship; that it was his duty to see that she was properly manned; that it was
his duty, so far as the shore department is concerned, to see that proper arrangements
were made for shutting the water-tight doors, and also it was the duty of the crew,
after the ship is in their possession and control, to carefully and properly navigate
her; that in the event of disaster, it is their duty to do all they reasonably can to save
life. That is what I had in my head as being the duties of the shipowner to the
public. However, as I said, I am leaving the collision until after I have dealt with
what I may call the more formal matters, which I shall deal with shortly.

Now, with regard to this question, whether after the collision all measures were
taken to save life — my Lord, in that connection it is noticeable that no passengers
have come forward' suggesting that there was any dereliction of duty on the part of
the officers or men. Among the passengers who have been called, some for one pur-
pose, and some for another, all those to whom any such questions have been put have
praised what the officers and men did. There is no suggestion here on either side,
either with regard to the men and officers of the Storstad or the men and officers of
the Empress of Ireland, that there was any failure of duty in regard to the saving of
life. I am not here to suggest that there was no confusion. Of course, there was

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506 MARINE AND FISHERIES

5 GEORGE V., A. 1915

some confusion. One would not believe it if anyone had said that there was no con-
fusion, but my point is that there was no panic on the part of the master, officers, or
men, of the Empress of Ireland. Your Lordships may remember the man Carroll, and
I am going to take his conduct as an exemplification of how some of these people
stuck to their work to the end. He was the gentleman who was in the crow's nest. He
keeps the lookout and his only duty is apparently to look out on the ocean and occas-
ionally strike a bell. Not a very high standard of work, but that man apparently
remained up in the crow's nest until this ship had listed over, and then by means of
some gymnastic feat he was able to get away and luckily to save his life.

Lord Mersey. — Will you kindly give us the reference to Carroll's evidence?

Mr. Aspinall. — I am sorry my Lord that I cannot give the reference at the
moment, but my learned friend, Mr. Holden, will look it up and give it to your Lord-
ship.

Again, my Lord, as an illustration of the point I am making, let us look at the
engine room department. The evidence of the men from the engine room depart-
ment extends over many pages, and perhaps your Lordships will remember that those
men, down in the bowels of the ship, only conscious of the crash, and some of them
conscious of there being this great inrush of water, which probably at any moment
might send that ship to the bottom of the sea, remained apparently to the very last
down there, knowing nothing more than that, until it was evident that nothing more
•could be done with the engines, and they received the order from the chief engineer to
save their lives.

My Lords, in this connection I wish to pay a special tribute to these two young
men, the Marconi operators. They are not seamen, but they, without any thought
•of self, stuck to their job, working to the very last, and it was only when they could
do no more that they thought of saving their own lives.

One other matter in this connection. Mr. Jones tells us what was done with
regard to the boats. Mr. Jones was the first officer ofi the bridge wTth the master, and
at pages 335 to 339 he tells us that lie did his best, with the aid of those under him,
to get away the boats on the starboard side; and apparently the result of their efforts
was this, that four steel lifeboats reached the water and floated, also some of the
Englehar s: that another steel lifeboat reached the water and that it was full of
people, but most unhappily, as the Empress of Ireland listed over, to the starboard,
and as her funnels struck the water, this boat was in the way of the funnels or some
other wreckage, and apparently was lost, and for all we know every soul in her went
to the bottom.

I submit that without wearying your Lordships with further details about this,
it is clearly established by the testimony given in this ease that the master, the officers
and the men of the Empress, after this disaster had happened, did all they could to
assist those unhappy people in saving their lives.

My Lords, I am told by Mr. Holden that the reference to Carroll's evidence is to
be found at page 400 of the evidence taken on the second day.

Now, my Lords, so much for these topics, and I hope I have done no injustice to
my clients' cause by dealing with them somewhat shortly. It seemed to me unneces-
sary to deal with them at great length.

Now the next topic which I shall take up, and it will take me naturally a little
more time to discuss that, is who was to blame for this collision?

Lord Mersey. — That is your topic No. 4?

Mr. Aspinall. — Yes, my Lord. I wish to say at the omtset that it is a very remark-
able fact that the story which we disclosed by our pleading, or call it what you will,
the document I had drawn up, and which was spoken to by Captain Kendall in the early
stages of this case — that has in its main features been established by the evidence
and by the admissions that have been made by the crew of the S-lorstad from day to

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EMPRESS OF IRELAND— STORSTAD COLLISION 507

SESSIONAL PAPER No. 21b

day during- the progress of this inquiry. The meaning of that observation, my Lords,
is this : we were claiming, without knowing what the other side were going to say, that
this collision was caused, as I now contend, by the alteration of course on the part of
one or other of these ships ; and we were saying that what caused this collision was a
porting and a hard a-porting of the helm on the part of the other vessel. And it is
Temarkable that, we having from the outset pinned ourselves to that case, that as this
case has been developed, and as the evidence of the Storstad's people has been sifted,
that it is now established beyond all doubt that the helm of the Storstad was ported,
and was hard a-ported, and, singularly enough, was hard a-ported without any orders
to that effect being given by the navigating officer of the S'iorstad. My Lords, that
is the particular feature of this case which I submit is of immense value to the tribunal
in determining where the truth of this story lies.

Another point, which is a singular corroboration of the story that we told from
the first, is this: we were claiming, and still claim, that the S'iorstad, with steerage way
on her, ported into us. That was one point that I have dealt with, and later on I must
deal with it in greater detail. The second point that we were claiming was that we had
lost our way, that we were, so to speak, a log upon the water, without steerage-way, and
that we never did starboard our helm. And we were saying that we twice blew three
short blasts. Again, it is most remarkable that the Storstad admits that she heard us
twice blow three short blasts, and the first of these three short blasts rang out several
minutes before this collision happened.

Now, if these two sets of three signals were being given, three short blasts on two
■occasions, it means only one thing, that Captain Kendall was operating with his
engines in the way in which these signals were proper signals. He was not doing that
for fun, he was doing it for a reason. He was telling the other ship, in the language
of whistles, I am reversing my engines, and they admit that they heard it. Now, my
Lords, that I submit is a fact which is almost conclusive in entitling me to ask your
Lordships to come to the conclusion that when this collision happened the Empress was
practically a log upon the water, without steerage way upon her. And what I am pointing
out and seeking to emphasize is this, that that is the story to which we pinned our-
selves from the first, and we have this remarkable corroboration hi the testimony given
by the other side.

My Lords, one other particular feature of the case is this: in order that the
Storstad should succeed against us, she will have to ask your Lordships to come to the
conclusion that the cause of this collision was not the porting on the part of the
Storstad but the starboarding on the part of the Empress. Now, as I pointed out, she
admits that she ported, she admitted that she hard a-ported, and she admits that the
hard a-porting was done without the orders of the navigating officer. She says, and
I will deal with that later on, that she did not alter her course. I think I shall be in
a position to demonstrate quite clearly that that is not the fact.

As against us, if she is to succeed, your Lordships will have to come to the con-
clusion that the testimony of Captain Kendall, with regard to this matter, whether
he starboarded or not, is a deliberate lie, and a bad lie; it is perjury, because it is a
matter about which there can be no mistake. Whether he used his helm at all or
whether he put it to starboard is the simplest question of fact that one can conceive.
I do not ask your Lordships — it is not essential to my case — to come to that conclusion
with regard to the Storstad. She admits doing that which would fit with an alteration
of the course. One can well understand the frame of mind on the part of the Nor-
wegians in saying this: we ported, but it didn't have any effect. That is quite a
different thing, my Lords, from a man saying: I never ported. It is quite a different
thing from saying I never starboarded. And if Captain Kendall in fact starboarded,
then his testimony must be false, and we are speaking of the testimony of a man who
very shortly before this testimony is given has looked death in the face under very
distressing circumstances, a man who has lost his ship, his shipmates, and a very large

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508 MARINE AND FISHERIES

5 GEORGE V., A. 1915
number of his passengers. And I submit, your Lordships will be slow to come to the
conclusion that the affirmative testimony that man has given was a deliberate lie with
regard to this matter.

Well now, these are the particular features of this case. I now proceed to deal
more specifically with the evidence, bearing in mind, as I ask your Lordships to do,
that the two points here are alteration of helm and speed; and bearing this also in
mind that the two things are very closely connected, because if a ship has no way upon
her, the power of the helm becomes inoperative. The two matters are closely connected,
but these are the two questions of fact, and it seems to me the only two material ques-
tions of fact that are essential to be considered in this case.

My Lord, a question has been raised as to whether or not Article 19 of the Regu-
lations applies, and it is well that I should deal with that, my submission being that it
undoubtedly has nothing to do with this case. Articles 19 and 22 of the Regulations
are the two pertinent articles of the Regulations for preventing collisions at sea. Article
19 is as follows:

" When two steam vessels are crossing so as to involve risk of collision, the
vessel which has the other on her starboard side shall keep out of the wav of the
other."

And Article 22 is as follows :

" Every vessel which is directed by these rules to keep out of the way of
another vessel shall, if the circumstances of the case admit, avoid crossing ahead
of the other."

Now the condition precedent is that they must be crossing so as to involve risk of
collision. Now, in an early stage of the case, I asked Mr. Toftenes, the officer in
charge of the Storstad, his views with regard to the applicability of these articles. I
pointed out to him the distance there was between these two vessels, and I pointed out
the fact that either in his view, namely, that after our course was altered, we being red
to red, or, according to our view, we being green to green, and asked him did he suggest
that there was risk of collision, and he agreed with me that there was none. That is. to
be found at page 233 of the second day. I said to him:

" Therefore it seems absolutely immaterial to further trouble with that
article, and I may pass away from it."

Lord Mersey. — I am afraid your paging is not the same as mine ?

Mr. Aspinall. — Well, your Lordship, I have noticed a few, but a very few, inaccur-
acies in this print. What I am referring to is found in the early pages of the second
day, and in my volume on page 233.

At any rate, my Lords, that seems to have been Mr. Toftenes' view, and I submit
rightly so, because, according to the evidence, these ships, be they red to red or green
to green, got in that position when they were quite far apart, when the intervening
distance was a distance of some miles, and there was no risk of collision between them
at all, and after that they proceeded on, and but for an alteration of heading on the
part of one or the other, there would have been a safe passing, either green to green or
red to red, between the two. Therefore, my submission is that article 19 of the regu-
lations for preventing collisions at sea has nothing to do with the collision in the
present case. My submission is that that may be left out of the case.

Then again, getting rid of the smaller points, the points which it is necessary to
discuss, I wish to remind your Lordships of what wTas happening on board my steamer
from the time I started away from Quebec, and that quite generally. We were pro-
ceeding down the river, and according to our evidence, on three occasions we met with
fog, the last occasion being the fatal one. On the two previous occasions, our evidence

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EMPRESS OF IRELAND— STORST AD COLLISION 509

SESSIONAL PAPER No. 21b

is that we were on each occasion slowed down, and on each occasion blew our whistle.
I merely remind your Lordships of these facts in order to show that care was being
taken in the navigation of this vessel as she proceeded down the river, and that she was
not rushing through fog. As fog arose, she obeyed the Board of Trade regulations, she
reduced her speed, and she blew her whistle.

Now having got through these first two fogs, she gets in the neighbourhood ot
Father Point. There she drops her pilot, and having dropped her pilot she then
starts away, her point of departure being about a mile— these distances given on both
sides, and the bearings given on both sides are all estimates, in each case there being
no cross-bearings to enable either side to fix their position with accuracy, and that of
course is the only way of fixing your position with accuracy upon the water. There
have been no four-point bearings taken, in order to be certain at what distance you
are passing the points on the left, so that at the best it is a criticism to which my
courses are exposed, just as much as the courses and bearings and positions spoken to
"by the Storstad are exposed. It is a criticism to which we are both exposed, but
according to the best of our judgment our case is that when we started away from
Father Point we were then about a mile from the point ; that we then proceeded out,
starting at 1.20 on a course of North 47 East magnetic.

Lord Mersey. — It would be useful to me if you in this part of the case refer to
the page on which the evidence appears, Mr. Aspinall.

Mr. Aspinall. — My Lord, at page 57 of the first day, Captain Kendall proves that
fact. At page 60 of the first day Captain Kendall proves the alteration under star-
board helm to the North 73 magnetic course.

My Lord, the position of affairs on board our ship at that time was this : we have
the Captain, the first officer, the third officer, who was conning the wheel. I believe
•the expression is, that is, keeping his eye on the helmsman, the quartermaster at the
wheel, a stand-by quartermaster, and a small boy to run messages if messages were
tc be sent. Those are the men who were on the bridge or in its immediate vicinity.
Unfortunately, we have saved only three of these six people, namely our Captain,
Mr. Jones, the first officer, and the quartermaster, who was not at the wheel. The
others unhappily were lost, but that was the complement at the bridge, and under
these circumstances they were on this course heading out from land.

After they proceeded a certain distance — it is impossible to be certain what dis-
tance— they saw the lights of the Storstad coming up. The lights were reported by
the man Carroll, the lookout, but about the same time as we would expect, the eyes
of those on the bridge saw the lights of the Storstad, and she was then kept under
observation, and Captain Kendall knows full well that he has to deal with that vessel,
and that he has to deal with that vessel, in such a way that he shall safely pass her,
and knowing that the ship is there he then proceeds to*alter the course, and he alters
the course to North 73 East magnetic, and according to his evidence he then gets
that ship at a distance of some miles one point on his starboard bow.

Now, may I pause there to elaborate that a little. If neither ship had then altered
•course, these two vessels would have passed one another safely, starboard to starboard,
certainly at least half a mile apart, which is a perfectly safe and proper distance either
in foggy weather or clear weather. But be it observed that when he alters his course,
find gets on the new course, — it is clear that if it is foggy a safe distance could become
an unsafe distance — but even in foggy weather I submit it would be a perfectly proper
distance at which to pass this vessel.

My Lord, the position which I am claiming, that is the lateral distance which I am
•claiming these two vessels would pass, upon the story of Captain Kendall, can be easily
established thus : that if you have an object, and for the purpose of my illustration I
will assume for a moment that it is a fixed object, if you have a fixed object one point
on your bow at a mile away, and you proceed on your course, you will pass that object
at a distance of 1,187 feet mathematically, but for all rough purposes it would be 1,200

ASPINALL.

510 MARINE AND FISHERIES

5 GEORGE V.. A. 1915

feet, or 400 yards. In other words, if I had that clock one point on my starboard bowr
one mile away, as I proceeded on, I would leave it on my starboard hand about 400
yards.

Xow that also applies if the clock was advanced on what is substantially an opposite-
and parallel course to my own. and that is the case in this case. Tne Storstad was
steering about west of south; we were steering as near as could be, east by north. If
the matter was worked out. that position, it would result in its being found that we
were a few degrees to the north of east by north, but it is quite immaterial.

Xow, the evidence regarding the position where we altered course can be sum-
marized thus: neither Captain Kendall nor Mr. Jones told us — unfortunately they
were not asked — but what they did tell us was this, that when the fog shut in, which is
a later period, the other vessel was then about a point or a point and a half off on the
starboard bow, a distance somewhere in the neighbourhood of three or four miles. That
may be an exaggeration in distance, and with respect to sailors, I might say that when
they get into the witness box it is my experience they sometimes exaggerate both
distances and bearings. To give them every latitude the result is that at this distance
that separated the two vessels, when my ship had altered the course, the lateral dis-
tance between the two would have been very considerable. Xow, that is upon the
mption that the position we claim of green to green is right.

Xow, let us consider the position which they claim, namely, red to red. My Lord,
at page 925, Mr. Saxe, who was the second officer on the bridge of the Storstad, told us
that the fog shut us out when we were between two and three miles distant — his
distance is somewhat smaller than mine — and at that time we were about a point on his
port bow. Well, then again, if the Storstad'* case be right, that we were approaching
red to red, I frankly admit at once it would bring about a perfectly safe lateral dis-
tance between the two ships as they passed. So the outcome of this evidence leads to
this conclusion, that whether we be green to green or red to red, as your Lordships will
decide later, that these two ships were so navigating, and so directing their courses,
that there was no running of risk in passing at the lateral distance at which they were
passing.

My Lords, in this connection, might I also revert to this, that according to our
case when we did put ourselves on that course to bring that other vessel one or one
and a half points on our starboard bow, or according to their case, to put ourselves on
their port bow, whichever it be, that then it was perfectly clear weather, and of
course, as I said before, under such conditions one is entitled to pass very much
closer than if one is navigating in a fog.

What happened in this case was this — a matter with which I shall have to deal
later — that according to the evidence of Captain Kendall, when the fog was shutting
out the lights of the Storstad; then he gave the order to go full speed astern, and
blew his three short blasts. May I deal with that incident at once '.

Certain criticism has been directed as to the probability of that action on the
part of Captain Kendall.

My Lords, my answer to that is this: that whether it is probable or not, the
Storstad admits she heard our first three short blasts, and Captain Kendall said,
as one would well expect, ' that is the time I blew my first three short blasts.' If the
Storstad had been coming here and saying: 'you didn't reverse,' and ' we never heard
your three short blasts' — if they had gone on and said that it was highly improbable
that we executed any such manoeuvre, there would have been something there in
their contention. But in view of the fact that they admit they heard the three short
blasts, I submit that it is conclusively proved that we were taking the action which
Captain Kendall says, and taking the action for which three short blasts is the
appropriate signal.

Well now, my Lords, that takes my statement up to this point in this case. I
have now got the two ships on the courses, being about opposite and parallel.

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EMPRESS OF IRELAND— STORSTAD COLLISION 51 T

SESSIONAL PAPER No. 21b

The next point in this case which it is important to ascertain is: Were they
approaching red to red or were they approaching green to green \ I have already
pointed out that if your Lordships come to a conclusion as to which of these two
vessels altered course that determines that point. Again, that point is closely asso-
ciated with helm action and for this reason: I am struck on the starboard bow. I
am not careful to put the exact angle as it is immaterial but I simply say: I am
struck on the starboard bow. If I did not alter course then that ship must have
into me from having me on an opposite parallel course under port helm and
must have been approaching me starboard to starboard. That necessarily follows. If,
on the other hand I did alter course and I am hit I can only receive a blow, if the
other man does not alter course, by throwing myself across his bows.

Lord Mersky. — That is, I understand your contention (

Mr. Aspixall. — That is my contention. But in order to ascertain whether they
were red to red or green to green we must seek to rind first which of the two ships
alters course because that conclusively establishes whether they are approaching green
to green or red to red. I do not know whether I make my meaning clear to your
lordships \

Lord Mersey. — Yes.

Mr. Aspixall. — Now, I know that it is said that they were approaching red to
y the witnesses from the Storstad.

Lord Mersey. — That is immediately before the fog.

Mr. Aspixall. — That is immediately before the fog. As I have pointed out, in
order to arrive at a certain conclusion upon that matter one has to answer this ques-
tion: Which of these two ships altered course because that supplies the answer to
the problem. There is evidence from them to show that they were red to red ; there
is evidence from us that they were green to green. There is a great deal of evidence
from them that they were red to red; in fact, as I shall take occasion to point out
later, it is remarkable the number of men on the Storstad who apparently were up on
deck at the opportune moment to see what they were doing. Some were throwing
ashes over the side. They all seemed to have come up for some strange reason — one
wonders why — between 12 and 4 in the morning. Capt. Kendall has given us his tes-
timony in regard to this point and it is a specific matter about which he ought not to
be mistaken, about which he cannot be mistaken. He tells us, at page 61 on the first
day. that he went up to the bridge, just a few steps above the navigation bridge, that
he looked at his compass, which is a standard compass, and that he found this vessel
bearing away upon his starboard bow. If he did that it is conclusive and if he did
not do.it he is telling a lie about the matter. It is a matter about which he cannot
be mistaken and the outcome of it is that if he did not do it he is telling a lie. If
he is right, if he did take the bearing of this other ship it is conclusive of the matter.
Your Lordships will be advised whether or not on all these large passenger ships care
is taken to use the standard compass from time to time to take the exact bearings of
land marks and approaching ships. It is not for me to make any observations in
regard to that. Your Lordships have the advantage of the assistance of two distin-
guished nautical assessors and they will no doubt advise your Lordships of the signi-
ficance of the matter if what he says he did. If that be true it means that thesf two
ships were approaching green to green.

It will be said as against that — and I am not forgetful of it — that neither Carroll
nor Mr. Jones, who was the first officer, saw the green light nor any coloured light of
the Storstad. If they were putting forward a dishonest story here it is hardly to be
conceived that Mr. Jones and Mr. Carroll would have made such a statement. I sub-
mit that when you find witnesses coming and saying that which in a sense may be
adverse to their ship — admitting it — there is a ring of honesty about the matter.

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512 MARINE AND FISHERIES

5 GEORGE V., A. 1915

Carroll was the gentleman who stuck to his post to the end, having rung his bell I
do not suppose that he ever troubled his mind about this ship again and he told your
Lordship that he did not see any coloured light. He rang his bell, gave the infor-
mation to the bridge behind him — there is a ship — and I suppose that he was probably
on the lookout for any other light that might come into view. Mr. Jones again says:
I did not see a coloured light; bu; what he does say is: I did notice that the lights of
the advancing Storstad were open in such a way as to lead me to the certain conclu-
sion that she had got her starboard side open to me and was approaching me green
to green. I submit that this testimony ought to commend itself to your Lordships
as being accurate and honest testimony to what was happening in this case. That is
the position, I submit, in which these two ships were approaching one another.

In regard to the helm action what happened on board these respective ships?
Dealing first with the Empress, the Empress, as we have been told from a variety of
sources, never had her helm star-boarded. Captain Kendall says that the helm never
was starboarded and he also says that he visited the upper bridge, that he took aiook
at the standard compass and that she was then heading N 72 E magnetic. There was
one degree, but it is immaterial. What Mr. Haight must say is that is a lie because
that is what Captain Kendall knows, and Captain Kendall says that he did look at his
standard compass and see what his heading was. He has sworn in the affirmative that
he did so. Unfortunately, in regard to this part of the case, owing to the death of the
officer who was conning the ship, owing to the death of the helmsman of the Empress,
we are without the testimony of these two witnesses, but I submit that we can establish
our case in regard to this point without their assistance. Mr. Haight, whom we all
know is an experienced Admiralty advocate, a gentleman of very great experience in
these matters, was asked by your Lordship what good reason he could suggest why this
vessel starboarded her helm and Mr. Haight frankly admitted that he could give no
I did not see a coloured light ; but ; what he does say is : I did notice that the lights of
explanation. Your Lordship asked me what was my explanation and my explanation
was this. I give it now with greater confidence than I gave it in the earlier stages of
the case, whether it was probable or not, that those in charge of the Storstad did un-
doubtedly port their helm. Now, of course, we have much more valuable testimony
to the effect that the Storstad not only ported her helm but hard-a-ported it and that
she had good steerage way upon her at the time that the helm was put a-port and hard-
a-port. What was the best that Mr. Haight could make out by way of explanation?
At page 143 on the first day your Lordship said to Mr. Haight:

' Now I want your explanation of the reason why the Empress did what
Captain Kendall says she never did.

' Mr. Haight. I can only answer that question, my Lord, by surmising
somewhat. I know that on our boat, if all my witnesses are not falsifying in
their statements to me, we saw first her green light and then her red light.'
With great respect to Mr. Haight that is not an answer at all, but your Lord-
ship says :

' But you are not answering my question.

1 Mr. Haight. — I am going to my Lord. My only hypothesis is that the

wheel of the Empress was ordered ported, as Captain Kendall states, from a

course of N. 47 E. he changed to N. 72. That would, on our course and in our

position, show us his red light.' ' I think at this stage of the testimony there

is no foundation for it, but it is my idea that one man, perhaps the second mate,

ordered his wheel ported, and that another man subsequently ordered the wheel

starboarded.'

It would look very much as if Mr. Haight had in his mind that that was. the class

of testimony that we were likely going to get on that point from the officers of the

Storstad, because I am bound to say it came as a great surprise to me that the order

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EMPRESS OF IRELAND— STORSTAD COLLISION 513

SESSIONAL PAPER No. 21b

given by the navigating officer of the Storstad was to port and that another officer,
without any order put the helm hard-a-port. That seems to be the sort of explanation
that Mr. Haight gives as to why the Empress starboarded — that one man orders the
wheel to port and another man orders it to starboard. It is far-fetched and I will not
say any more about it. That is the best that Mr. Haight can do in regard to this
matter. Captain Andersen, the Master of the Storstad was also asked for his explana-
tion at pages 310 and 311 on the second day. I asked him:

" Q. What the Empress apparently did was this : having ported and got you
red to red, then for no reason that you can suggest, she starboarded — except pos-
sibly she may have starboarded to get farther from the land — but if the man on
the bridge of the Empress had remembered what he had seen shortly before that,
you were on his port bow, that would be a very risky thing to do, wouldn't it? —
A. I think so.

Q. I agree with you. Now having done that, what the Empress further does
is this, if her story be true, she blows two long blasts to tell you she is stopped —
your officer didn't hear them — whereas, in fact, she was going ahead. That was a
remarkable blunder for her to make wasn't it ? — A. I think it was.

Q. I agree. The last blunder, if your story be right, is this: that having
some five or six minutes before blown you a three-blast signal, which is later
repeated, which would signify she was going astern, yet in fact when she comes
in sight she is going 8 to 10 knots. That is an extraordinary blunder to make,
isn't it ? — A. To my mind it is."

Lord Mersey. — "What page is that?

Mr. Aspixall. — Pages 310 and 311 on the second day. I was wondering for some
time how it came that Mr. ITaight was devoting so much of his time to this attack
upon the steering qualities of the Empress. In view of the fact that Mr. Haight was
unable to give us any explanation of why it was the Empress should starboard and in
view of the fact that Mr. Haight fully realized that if the Empress had starboarded it
convicted Capt. Kendall of telling a deliberate lie, it occurred to me that Mr. Haight
really thought that his only chance was to attack the steering qualities of the Empress
and hence this lengthy — and possibly essentially lengthy — 'attack upon the steering
qualities of the Empress.

How does that stand? The main gentleman to support that was our friend Mr.
Galway. I propose to say very little about Mr. Galway, but it is necessary, in view of
the determined attack on the steering qualities of the Empress and the attack on the
telemotor which has been kept up and which was supported by Mr. Reid, that I should
deal with the matter. The way it stands then is this: Mr. Galway, supported by certain
officers and men from the other Norwegian ship, the Alden, and supported to some extent
by the French pilot in charge of the Alden, made certain statements with reference
to the steering qualities of the Empress. Galway had steered the ship some hundreds
of times and it is to be remembered that his complaints resolve themselves into three.
He told us at pages 601-606, third day, that going up the river she sheered; he told us at
pages 614 and 615. that on some previous occasion in the Liverpool river she sheered,
and he told us, and this is the material matter, that when she was going down the
river the night of this calamity somewhere between ten and twelve o'clock the wheel
jammed.

Lord Mersey. — What page is that?

Mr. Aspixall. — Page 610.

Lord Mersey. — You are going back.

Mr. Aspixall. — I do that for this reason: I am keeping the two sheerings dis-
tinct from the jamming. When a vessel sheers what she does is she sheers that way

ASPINALL.

21b— 33

514 MARINE AND FISHERIES

5 GEORGE V., A. 1915

or she sheers the other way as the case may be. When the wheel jams it means that
when you put your wheel over you cannot get her back. She is running on and if
your wheel has been to port or starboard, as the case may be, you cannot get it
amidships.

What is the incident to which the Alden people spoke? They spoke to the con-
tinued sheering away of the ship, beginning, they said, some seven or eight miles away.
They said that they could see the Empress opening red to red, I think it was, then
bringing into view green shutting out the red, and then opening out red again. That
phenomenon took place some four, five or six times. What has been said about sheer-
ing is one thing but what Galway has spoken of is not sheering but jamming. If
it had been jamming instead of these serpentine manoeuvres on the part of the vessel,
you would have had her running over to the left or the right because you could not
have got her wheel back. That is comment number one we have upon the value
that is to be attached to the evidence of Galway in regard to jamming, and the value
that is to be attached to the evidence of the Alden people in regard to the incident
of which they spoke. Comment number two in regard to the Alden: The Alden
people were asked about this incident very late in the day and my submission to
your Lordships is that it is almost inconceivable that the^e various witnesses who
were called from the Alden could actually have any accurate recollection of what
was happening on this particular night. As they say, when the ships got a distance
of three-quarters of a mile, or a mile, from one another they safely passed port to
port without any trouble. My submission is that if one were to ask them whether
they could remember any incidents that had happened going up and down the river
St. Lawrence, they would say that they were not able to do so. I therefore ask your
Lordships to come to the conclusion that this incident is of no value at all.

Galway also said that he had complained afterwards to Murphy and Bernier.
Murphy was the man who relieved him at twelve o'clock and Bernier was the pilot in
charge of the ship. It is a matter about which Bernier certainly ought to have been,
informed; he is a pilot and it is certainly a thing to which he naturally would attach
very great importance. He is very closely connected with the C.P.R. Company, his
own reputation is at stake and if he thought that this wheel was in any way deficient,
and information came to him from Galway to that effect, he could not have forgotten
it What does Murphy say? Murphy at page 661 on the third day is asked this:

'Q. Xow, Murphy, you heard the last witness — you were in the Court?—
A. Yes.

Q. You heard him '

That was Galway.

'. . . .eay that he told you something to this effect, to be careful of the ship
that she was not steering well— is that true? — A. Never sir.'

Then your Lordship, as President of the Tribunal, asked Mr. Haight whether there
was any mention in a letter, which turned out not to be a letter but a communication
apparently that Mr. Galway had given to some newspaper press men, 'in regard to the
steering qualities of the Empress.

Lord Mersey. — I said what \

Mr. Aspinall. — Your Lordship asked Mr. Haight where in the letter, as it was
called — it was a statement in a newspaper

Lord Mersey. — It was the report of an alleged interview.

Mr. Aspinall. — Yes. The answer was— in fact it is quite correct— that there is
nothing in the interview with regard to the wheel jamming or there being anything
wrong with the rudder of the Empress.

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EMPRESS OE IRELAND— STORSTAD COLLISION 515

SESSIONAL PAPER No. 21b

Lord Mersey. — Or the steering of the Empress.

Mr. Aspinall. — Or the steering of the Empress — that is what it was; I was inac-
curate in saying the rudder. Mr. Haight said:

"I think not, my Lord.'

And then your Lordship, using a phrase which Galway had used, said :

'Then the principal asset is left out.'

So it was. Before I leave the Empress I should call your Lordships' attention to
page 662 because there Murphy speaks to the incident to which Mr. Haight apparently
seemed to attach a good deal of importance. Mr. Haight, cross-examining at page 682,
says:

'Q. I understand, Murphy, you have never had any trouble with the steer-
ing gear ? — A. Never since I have been on the ship.

Q. You found that it worked with absolute promptness whenever you put
the wheel one way or another?'
Now comes the answer to which Mr. Haight seems to attach importance:

'A. No sir, it might be that it does not catch, and what you have to do is
put your wheel back admidships and give it the helm, and it will catch on
right away.'

You will also get advice from your assessors in regard to that but I rather think
that what the man meant to say was this, that it is not an unusual thing with the
best steering gear that sometimes when the wheel is worked a little rapidly the cogs
instead of fitting naturally into their places get one in advance and you throwr the
wheel back and they drop into place.

Lord Mersey. — We have heard nothing of that.

Mr. Aspinall. — It is merely an observation of my own and perhaps I should not
have made it but the assessors will give your Lordships advice in regard to it. Then
Mr. Haight goes on:

'Q. Sometimes when you first put the wheel over she does not catch on, and
then you have to bring her back amidships ?— A. That might occur every two
years.

Q. It has occurred? — A. Only once since I have been on the ship.

Q. Your sometimes is rather infrequently then?— A. Sir?

Q. Has she ever jammed with you?— A. No sir, never.

Q. Well when was the one occasion, Murphy? — A. Two or three years
ago, sir, I am not quite sure, but it is a long time ago.

That is the evidence of Murphy in regard to the Galway incident and that' is
his evidence in regard to all the trouble that he has ever known in connection with
this ship and he has steered her times out of mind. Your Lordships will no doubt,
like all cases tried in courts of law, decide this case upon the evidence and not upon
theories. Of course, to some extent, the value of evidence can be weighed in the
light of theories and probabilities but after all what it comes back to is the evidence
and there is the positive evidence of these men.

What does Bemier say about it? — Bernier, page 666. third day, was asked about
it and he did not quite understand the question. Your Lordship then put it to him
quite directly thus:

*Q. The question is, did Galway complain to you about the steering gear?

— A. No, my Lord, he did not, and if the thing did happen I would have known

it right away, because I always watched the tell-talf to see how the wheel is

working.'

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21b— 33|

516 MARINE AND FISHERIES

5 GEORGE V., A. 1915

Lord Mersey. — What is the tell-tale?

Mr. Aspinall. — I think that in a modern ship it is an indicator put somewhere
which enables the person in charge to at once inform himself

Lord Mersey. — Is it a dial on which a finger moves?

Mr. Aspinall. — There is something in the shape of a dial; I think it has a finger
which moves but I am not quite sure.

Lord Mersey. — Is that it?

Mr. Newcombe. — Yes, I understand so. It is in an upright position in front of
the compass.

Mr. Aspinall. — One is rarely allowed on the bridges of these large ships. I do
not know absolutely, but I understand that it is an instrument which enables the person
in charge to inform himself whether or not the wheel is working properly and efficiently,
and it was this instrument which enabled Bernier to so inform himself. The pilot in
charge of the Alden said that he could make no imputation against the character of
Mr. Bernier that he had known Mr. Bernier for many years and that he knew that he
was an efficient pilot and an upright and honest man.

Lord Mersey. — In reference to the pilot of the Alden,, will you tell me is there any
significance in the fact that the alleged irregularities of the Empress of Ireland in
coming down the river did not induce him at any time to slacken speed?

Mr. Aspinall.— I ventilated that fact and I should, of course, have been glad to hive
availed myself of it but I do not think that it is of importance for the reasons that,
according to the evidence of the pilot, it was at a long distance away and as she got
close and she really became an object which one had to consider for the purpose of
safely passing, namely, a mile away, she behaved perfectly well. Therefore, I do not
think that I can invite your Lordships to attach any real importance to that point.

One further observation in regard to this incident and I pass away from it. The
man, Galway, is the foundation of this. When he was examined by Mr. Holden, and
examined at considerable length, at the end he told us, Mr. Holden said : Is that all ?
This was the gentleman who considered that the steam steering gear was the principal
asset of the ship. He was so reticent about this matter, to which he attached this very
great importance, that he withheld it from Mr. Holden. Is it not obvious that no
reliance is to be placed upon this gentleman's testimony?

Lord Mersey. — His case was, as I understand it, that Mr. Holden had failed to
ask him the proper question.

Mr. Aspinall. — Yes. Yet, he had odd views about questions. He did not like
my questions and I suggested that he might put them in his own way but he did not
see fit to agree to my suggestion. I ask your Lordships to discard the whole of this
Galway evidence. The matter does not come true.

Mr. Haight, feeling that he is in difficulties in asking your Lordships to come
to the conclusion that the helm of the Empress was ordered to "be put to starboard
then makes an elaborate and detailed attack upon the telemotor system and also upon
the area of the rudder. His cross-examination is good enough but it is obvious that
this cross-examination was preparing the way for the testimony that the expert was
to give when he came into the box. First of all, the suggestions that Mr. Haight
made to the various witnesses were all met with a denial from the various witnesses
who were called. Mr. Hillhouse told us that it was a system that he approved of and
that it was a system which was in use on all the great vessels that cross the Atlantic.
Mr. Liddell, who had had charge of the machine for eighteen months said that it had
always been in good order, and Mr. O'Donovan, who said that he had been in charge
of it for eight months spoke also to the same effect. Mr. Sampson, who was chief
engineer, gave similar evidence. There again, your Lordships have positive evidence
in regard to this matter. It may be that Mr. Hillhouse is not truthful — nobody can

ASPINALL.

EMPRESS OF IRELAND— STORSTAD COLLISION 517

SESSIONAL PAPER No. 21b

suggest that-— but is all his experience, all his testimony as to the value of this steam
steering gear to be disregarded? It is impossible to think that Mr. Haight can ask
your Lordships to come to such a conclusion.

Then, an attack was made by Mr. Reid upon the area of the rudder. My learned
friends are in difficulties, and in order to establish their case upon what is the vital
point, that is whether the helm was put to starboard or not, they are driven to put
forward these various theories. They put them forward and, one after another, they
are entirely demolished by the evidence of people who have knowledge of the events
and can speak with accuracy in regard to these suggestions that are being made
against the telemotor system and against the area of the rudder.

There is one other observation to make in regard to this matter. In 1908 it would
appear that the owners of the ship — if my learned friend Mr. Haight likes it I will
give him this — thought that some improvements might be made in the rudder; but
they were made and since that time there has been no complaint at all. Does that
not mean that the C.P.R., who knew their business, were content and satisfied with
this rudder after it had been repaired? I submit to the Tribunal that my helm was
never starboarded and I have established that the steering system never failed on this
occasion. If that be right my submission is that it carries me the whole way in this
case. I might quote the observations of a great many witnesses who have spoken in
regard to these matters but it does occur to me that by dealing shortly with this case
I can be of much more assistance to your Lordships than if I were to weary you with
the details of the testimony given by a large number of witnesses.

So much for the steering. What about the Storstadt In the course of my speech
I have made a great many remarks about the matter, and therefore it will not be
necessary for me to deal at any very great length with it. My point in that connection
is this : There is an admission that the helm was ported, there is an admission that the
helm was hard-a-ported, and there is an admission that the helm was hard-a-ported
under these odd circumstances, namely, that the second officer saw fit to
take it upon himself to put the helm hard-a-port. What exactly did happen upon the
bridge of the ship we probably shall never know, but it is significant that the
Master is never called up until the last moment and it is significant that when the
helm is put hard-a-port it is done without orders and it is done under these odd cir-
cumstances that this ship which is a good steerer, as I have no doubt she is, readily
answers to her helm. This was admitted by Mr. Toftenes and the man at the wheel.
It is odd that these things should be happening upon the bridge of this vessel.

Lord Mersey.— Their position is that although the helm was ported and hard-a-
ported the ship's course did not alter?

Mr. Aspixall. — That is a point I am going to deal with. That is a point which
they, of course, must seek to establish if they can. What I am pointing out now is
that the helm was acted on in the proper way and under these odd circumstances. The
second point I am coming to is this that, according to the evidence of the man who
was at the wheel, there was steerage way upon the ship.

Lord Mersey. — Refer me to that in the evidence.

Mr. Aspixall. — The fifth day, the evidence of Johannsen.

Lord Mersey. — Page?

Mr. Aspixall. — Page 1030. Cross-examined by me, Mr. Johannsen said:

'Q. Mr. Johannsen, at the time of the collision was the Storstad travelling
fast or slow? — A. I do not know.'

One would have thought that he would have at once said she was stopped but that
is the answer.

ASPINALL.

518 MARINE AND FISHERIES

5 GEORGE V., A. 1915

Q. A man at the wheel ought to know, if he is using his wheel, whether
the ship is travelling fast or slow ought he not? — A. I do not know.

Q. He would know whether the ship had steerage way or not? — A. She had
steering.'

Lord Mersey. — That was the answer?

Mr. Aspinall. — I had difficulty in getting it but that is the answer 'she had steer-
ing.' Mr. Newcombe kindly invites my attention to the next question. Your Lord-
ship, appreciating the importance of the matter, said to this man :

' Be quite clear about it. Had the Storstad steering way at the time he
was at the wheel? — A. Yes.'
There is no doubt about what the man intended to convey. Then I asked him
this: —

' Q. Is the Storstad a good steering vessel ? — A. Yes.

Lord Mersey. — Where was Johannsen?

Mr. Aspinall. — At the wheel. Now we had the evidence of Mr. Reid yesterday.
Mr. Reid was called to support the case put forward by the Storstad and he in the
course of his examination-in-chief used language that wTas only consistent with the
Storstad having way upon her — she drove herself into the side of the Empress and
that class of phrase. The result of that was that I asked him had she speed upon her.
There was some little objection on his part to the word 'speed' but the outcome of his
evidence was that she had way upon her. This is a remarkable admission. But
he had to make it because there was this great wound in the side of the Empress,
and when one of the ships went ahead, the bow of the Storstad, in its present dis-
torted condition

Lord Mersey. — In the earlier part of the case some of the witnesses from the
Stortsad said that the Empress came down in a crab-like way against the bow of the
quiescent Storstad.

Mr. Aspinall. — I can refer your Lordship to that. That was the outcome of a
diagram.

Lord Mersey. — That appears in Toftenes' evidence, I think.

Mr. Aspinall. — It is in his evidence. I invited him to draw a diagram of the
vessel in the shape that it emerged from the fog, and it is one of the exhibits. When
I looked at the exhibit I pointed out to him that if he was right in the claim that the
Storstad was the vessel that had blown two long blasts and was stopped, in order
to have the collision at all, the Empress must have come down in crab-like fashion
upon him. I thought that he had difficulty in making his case unless the Storstad had
speed upon her, and I submit that is the fair outcome of the diagram he drew. I
assume that Mr. Reid was hopeful that the question might not be asked him.

Chief Justice McLeod. — My impression of the evidence is that the Storstad gave
three blasts to signal ' I am stopped in the water,' and that then he ordered his
engines full speed ahead.

Mr. Aspinall. — Slow ahead.

Chief Justice McLeod. — And at the time of the collision he had way on.

Mr. Aspinall. — That is a further reason for establishing my proposition that the
helm was hard-a-port and that this ship had headway upon her. If the helm was hard-
a-port and if she had headway upon her she inevitably altered course. She is a good
steerer and therefore she must have altered course. We have thought, and we are
agreed, that the ship which altered course was the occasion of this trouble. Mr. Reid,
at page 1803 on the ninth day, gave us evidence in regard to the headway upon the

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EMPRESS OF IRELAND— STORSTAD COLLISION 519

SESSIONAL PAPER No. 21b

Storstad. I asked him about it and I warned him because naturally I apprehended
the very great importance of this admission made by this expert speaking on behalf
of the Storstad, in order to feel certain that his words conveyed what I thought was
the meaning of his words. I said: Are you sure? and your Lordship, naturally
desirous of ascertaining the truth of this case, also pointed out in the clearest lan-
guage the importance of the matter. There is not the slightest doubt that this man's
honest opinion is that this vessel had way upon her to drive her into the side of the
Empress. In regard to the engineer's log, my Lord, I submit that it in itself, assum-
ing this engineer's log to be an accurate record of what was happening, points inevi-
tably to the conclusion that this vessel had steerage way on her when the helm was
put hard-a-port. The log says she was travelling at full speed till three o'clock.
I think she is a ten-knot boat. She was travelling at ten knots.

Lord Mersey. — At what time?

Mr. Aspinall. — Until three she is travelling- at ten knots. She is a laden ship, a
collier, carrying a heavy load, and under the circumstances she naturally carries her
way for a considerable time, and, although the engines may be at slow speed, as appar-
ently, according to the log, they were, at 3.02, she does not break her slow speed until
some minutes have elapsed. Until three she goes full speed. The order then goo*
down ' slow speed ' until 3.02 and then, at 3.02 comes the order ' stop.' My submis-
sion is that she had still got, at the end of these two minutes, a very considerable head
way upon her. We have her speed stated here at ten knots ; in two minutes she would
not have got anything like down to slow, and as the Chief Justice reminds me, accord-
ing to her own story, they then put her slow ahead. There is nothing in this log %<.
suggest that this vessel had not anything but quite good way upon her at the timu
she came into us. At 3.05 the order is given ' full speed astern ' and some thirty
seconds after that this collision happens. I submit that this log conclusively shows
that what we claim necessarily happened. Admission, helm hard-a-port; log estab-
lishes that the vessel had good steerage way, good headway upon her at the time she
came into us.

In order to escape from that conclusion what is it that these people have said?
They have said that the three people who were on the bridge — one and all — looked at
their compass, and that the first thing that the captain did when he came up was to
look at his compass, and that he found that she was still upon her course. If what 1
have been saying is right it means that this evidence is not accurate.

Lord Mersey. — What?

Mr. Aspinall. — If what I have been saying is right, that she had headway and that
she had her helm hard-a-port, the conclusion is that this evidence that they, one and all
did look at her compass and found her on her course, is not right.

Lord Mersey. — Is not right?

Mr. Aspinall. — Is not right. Why should they all look at their compass? The
Master is summoned and, be it observed that when the Master is summoned he is not
told that there is a ship in his vicinity. When he comes on the bridge he does not
know that there' is a ship in the neighbourhood, but the first thing he does is to look
over the side and see if she is stopped and then to ascertain whether she is on her
course. It is odd that the Master should do such a thing. As far as his mental state
is concerned everything is safe; no one has said a word to him about any ship in the
neighbourhood. I invite your Lordships to say that that did not take place; that
that is not right.

You have the evidence of the man, Toftenes, who was in charge of the ship. He
of course did say that he looked at his compass. For the reasons I have given I sub-
mit that this is not right. Then we have the remarkable evidence of Saxe, the young
man who put his helm hard-a-port and the young man who is the culprit in this case.

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The ship had steerage-way, and when he is asked if the ship kept on her course his
affection for the compass is remarkable. He is sounding his whistle but he is keep-
ing his eye on the compass. He tells us that he pulls the whistle and keeps his eye
on the compass. With the loud whistle of the Empress ringing out and when she is
coming closer and closer they are still keeping their eye on the compass. My sugges-
tion is that these people on the Storstad, so far from looking at their compass, were,
to use the sailor's phrase, keeping their eyes skinned to pick out the Empress as fast as
she came in sight. They were not looking at the compass. Johannsen, the man at
the wheel, says that the moment the collision happened he rushed away to summon his
mates but that he was very careful before he rushed away to look at the compass.
What was in his mind? Here was a collision between them and a great passenger
vessel and I have no doubt that this man Johannsen's first idea was that his ship prob-
ably was imperilled. He saw that a grave collision had happened and he rushed off
to summon his mates hopeful of saving their lives.

That is the evidence in regard to the compass on board this ship. There was a
young man who did not look at it. He, unfortunately, was not young or agile enough
to get back and look at the compass. He does not suggest that he did get back. But
he did tell us this and it is somewhat significant. At page 990 on the fifth day, when
he was giving his evidence, he was being examined by Mr. Haight and he was asked
what lights he saw. He said that he saw her masthead lights and then Mr. Haight
asked him this:

Q. What was the first coloured light that you saw on the Empress? — A.
The port lantern.

Q. What colour was it ? — A. Red.

Q. When you first saw the masthead light, which bow was it on? — A. The
port side.

Q. And when you first saw the red light

Before the question is finished he gives the answer 'The port side'. He evident-
ly was a bit of a thought reader; he must have known what was in the miiid of Mr.
Haight. Then Mr. Haight very properly said:

'Let me finish the question, please.'

Lord Mersey. — We have the answer before the question.

I submit that the evidence really is not very valuable in enabling your Lord-
ships to determine the points which are involved in this case. That is the evidence
in regard to the compass. I submit that the evidence is overwhelming to establish
that this vessel was at the crucial time under way and with a hard-a-port helm.
Once your Lordship comes to the conclusion which vessel was using an effective helm
at the time of this collision that enables your Lordship to say who was the culprit in
this matter.

Lord Mersey. — You will not forget, Mr. Aspinall, that the difference between you
here is whether the helm really was effective.

Mr. Aspinall. — I have been dealing with that. matter and showing that she had
steerage way and that she was a good steerer and that the necessary consequence is
that she did come into us. Then I was pointing out that as against that it will be
pressed upon you that these various people were looking at the compass, and that she
had not altered course. I presume so but the explanation which is always good is the
current; it is always the current. Let us consider. It is the current that they were
frightened of. Let us consider whether this is a serious matter. They were appre-
hensive that the current might deflect the heading of the ship. The evidence is that

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the ship was keeping on her course but they were apprehensive that she would leave
it. In order to prevent that taking place the helm is put a-port — the helm is put a-
port and the vessel still keeps upon her course. One would think that that would
satisfy the most careful of navigators but apparently it did not because Mr. Saxe,
although he knows the helm^is being put to port and that the ship is doing nothing
wrong, sees fit to put it hard-a-port.

Lord Mersey. — Your point is that if the helm was put to port and nothing hap-
pened there was no object in putting it hard-a-port.

Mr. Aspinall. — That is the obvious common sense of it.

Lord Mersey. — If the object was that naught should happen ?

Mr. Aspinall. — That is the obvious common sense of such a matter. I have
pointed out to your Lordships that it is essential to the reputation of Saxe amongst
his Norwegian clientele, that he shall escape if he can for having put it hard-a-port.
It is essential for this young man, who is the real culprit — and I am sorry for him —
to offer some excuse for putting the helm hard-a-port and I suggest that for no other
reason except that he made this mistake in navigation he has to put forward this
excuse — the current. As I have already pointed out that theory, that excuse, is really
no excuse at all. What Mr. Haight says at page 45, on the first day, is this. Your
Lordship- asked him after the statement of our case had been read to make a draft
of his statement, but he preferred to state his case and he did it with very great
facility. He said at the bottom of page 45 :

'A little later, the chief officer of the. Storsiad, in order to make sure of
ample room, says that he ordered the wheel ported.'

I submit that that probably is true.

Lord Mersey. — Read me that passage again.

Mr. Aspinall. —

' A little later, the chief officer of the Storstad, in order to make sure of
ample room, says that he ordered the wheel ported.

My suggestion is that that really is the truth of this matter and that, owing to the
fact, that you can never be certain in fog that the whistles are giving you certain and
safe indications of the position of another vessel, and that they often give you mis-
leading indications, sometimes a whistle which is apparently on your starboard bow is
really on your port bow and therefore these people may have been mistaken and may
have ported their helm in the belief that they were giving the Empress more room.

Lord Mersey. — I suppose you say that that passage you have read from page
45 disposes of the question of the current ?

Mr. Aspinall. — No, I do not. Mr. Haight may not have said in express terms
anything about the current but he may have had the current in his mind. What I am
saying is that, current or no current, the real explanation why they were porting was
apparently that they desired to give us more room and that they were effectually port-
ing their helm in order to give us more room.

Lord Mersey. — That seems to me to be inconsistent with the theory of the
current.

Mr. Aspinall. — Undoubtedly. I think it is only right that I should read on in
order to see what Mr. Haight said as a whole; it is not fair to pick out one passage
and not read it all. Further on he says this:

' A little later, the Chief Officer of the Storstad, in order to make sure of
ample, room, says that he ordered the wheel ported. His statement is that he
had no idea of danger, that he had seen the boat go into the fog bearing red
to red to him, but that his engines were stopped and Jie was slowing down, and

ASPINALL.

522 MARINE AND FISHERIES

5 GEORGE V., A. 1915

didn't want to take any chances of his boat sheering one way or another, and
if he was going to change at all he wanted to change to starboard. The wheel,
when put to port, had no influence upon our course. It was then put hard-a-
port. The third officer, who was also on watch and on the bridge, himself
helped put the wheel over to be sure it should go all the way. Still the Storstad
would not swing, and then, because we had found that our vessel had lost
steerage-way, the third officer pulled the whistle cord, blowing a signal^f two
long blasts as required by the regulations, to mean that our vessel was not under
steerage way. About the same time he blew the two whistles, in order that his
vessel might not become entirely unmanageable, he gave a signal on the tele-
graph "slow; ahead," and he whistled down the speaking tube to the Captain.
The Captain, when he turned in, had said "if we run into any fog, call me," and
those were his regular instructions anyway.'

Now, my submission is, as I said before, that the nsing of this helm really was
-for the purpose of making sure of ample room, and that is what was in the mind of
Mr. Saxe when he took upon himself

Sir Adolphe Routhier. — Has the existence of the current been proved?

Mr. Aspinall. — I do not know that it has. They speak of a current and of the
■current, but I know nothing more of it than that.

Lord Mersey. — I do not know whether or not it has been proved; nor do I know
what direction the current takes. I do not know whether there is anything on any of
-the charts to which oair attention has not been directed which does indicate that there
i= a current.

Mr. Aspinall. — I think it was admitted on all sides that there was a current of
About a mile or a mile and a half. May I make this observation with regard to the
current: that if one vessel is in the current, the other vessel is probably in the current
too. It is rather like as if children had two little toy boats in a bath, and you car-
ried the bath about; if it affects one it affects the other, that is all.

Lord Mersey. — You mean to say that if the current has any effect at all, it affects
both ships?

Mr. Aspinall. — Yes ; as you move your bath, so will the two vessels go one way or
-the other.

Lord Mersey. — Is there anything on any chart that is in evidence which illustrates
this current? I see on one of the charts, some distance from where the collision took
place, the words: 'current 1\ to 2h knots.' Is that the only reference to current that
we have on the charts ?

Mr. Aspinall. — That is the only reference that I can find.

Lord Mersey. — I want to see, Mr. Aspinall, where this current is first introduced
in the evidence.

Mr. Aspinall. — It was introduced by Mr. Toftenes.

Sir Ad(3lphe Routhier. — I think it is in the testimony of Toftenes when he was
asked why he ordered the helm to port.

Lord Mersey. — Probably it is. I am not sure, but I think that it is also men-
tioned in Saxe's evidence.

Mr. Aspinall. — The reference appears at page 210 of the evidence of Toftenes,
my Lord.

Lord Mersey. — Will you read what Toftenes said?

Mr. Aspinall. — Yes, my Lord.

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EMPRESS OF IRELAND— STORSTAD COLLISION 523

SESSIONAL PAPER No. 21b

' Q. Why did you order your wheel ported ? — A. Because the ship being
stopped so long-, I was afraid of her losing headway so much that she might take
a sheer on the current.'

Lord Mersey. — Now then, there is Mr. Saxe, on page 939. Will you read that;
it begins :

1 Q. Your engines were stopped were they? — A. Yes, sir.'
Mr. Aspinall. — Yes, my Lord; Question 1580:

' Q. What did he port his helm for? Why did he port his helm?— A. The
chief mate ordered the wheel to be ported.'

' Q. But why did he order it to be ported ? — A. I didn't ask him why.'
' Q. I dare say you did not ask for a reason, what do you suppose the
reason was ? — A. I thought it was for the current.'

Lord Mersey.— That is the way he introduced it?

Mr. Aspinall. — Yes.

Lord Mersey. — Does anyone else except Toftenes and Saxe refer to the current?

Mr. Aspinall. — I think not, my Lord; I am subject to correction about that, but
I think not.

Lord Mersey. — I do not recall any, but I may be wrong.

Chief Justice McLeod. — I think these are the only two.

Mr. Aspinall. — What I have been pointing out — and I see that your Lordships
appreciate my point — is that if they were apprehensive of the current and thought
that it would be cured by using a port helm, having used the port helm and finding
that the vessel did not sheer, there was no reason for putting the helm hard-a-port.
I think that is logical, and that there is no answer to it. I shall, therefore, ask your
Lordship to throw aside consideration of the current.

Lord Mersey. — I am not sure that that follows. If you do a little, it may be no
good ; if you do a little more, it may be of some use.

Mr. Aspinall. — It was rather in my mind that Johannensen, the helmsman, who
is a rather important witness in this connection

Lord Mersey. — He is the man who did not give the order to hard-a-port.

Mr. Aspinall. — He was the man who was at the wheel, the helmsman. He was,
to use a picturesque phrase, pushed aside by Saxe; the wheel was taken from him and
Saxe put it hard-a-port.

Lord Mersey. — Saxe was a young man of 20, was he not?

Mr. Aspinall. — He was a young man. My Lord, at page 1023, Johannensen, who
was the steering man at the wheel, was asked this : ' Did you ever hear anything
about the current,' and his answer was ' no.5 He heard nothing about the current.

Chief Justice McLeod. — Did you take that to mean that he had never heard that
there was a current- there, or that he had not heard anything about a current with
regard to porting the helm?

Mr. Aspinall. — I should say it did not mean that he never heard anything- about the
current, because if he is travelling up and down the river St. Lawrence he must know
about it. I think what he means is that when the wheel was ported he did not know
that it was on account of the current. Perhaps this is not a great point in my favour;
it may not carry me very far, but it is somewhat significant that he did not.

Lord Mersey. — Then does it stand in this way: Johannensen was at the wheel?

Mr. Aspinall. — Yes.

ASPINALL.

524 MARINE AND FISHERIES

5 GEORGE V., A. 1915

Lord Mersey. — Johannensen put the helm not hard a-port but to port. Saxe is
asked : Why did he put it to port ? and he says : I did not know why he did it ; I suppose
it was the current.

Mr. Aspinall. — Yes.

Lord Mersey. — And when the man who did it is asked why he did it, he said he
never heard of the current.

Mr. Aspinall. — That is with regard to porting, but not with regard to hard a-
porting.

Lord Mersey. — I know it is with regard to porting, because the hard a-porting
was done not by the man at the wheel, but by Saxe.

Mr. Aspinall. — That is right, my Lord; that is the way it stands, and it is the
only explanation that will carry my friends in this case. By that they sink or swim;
that it was done in order to cope with the current. Then they are in this difficulty.
They say: our course never altered; they are confronted with the fact that the helm
was hard a-ported, and if I am right in the contention which I have been making, this
ship in fact had speed upon her, for the various reasons which I have already indicated.

Lord Mersey. — And the reason given by them for the ship's not answering to the
helm is that no way was upon her?

Mr. Aspinall. — Yes. The two things, the helm and the speed, are closely con-
nected, because if there is no speed, the helm is inoperative and if there is speed the
helm is operative. Therefore in judging of the conduct of both these vessels, I submit
that these two- things ought to be borne in mind, because if there was no way upon my
ship, even if you should think that my helm was starboarded, it would have to be
admitted that that would not affect the heading of my ship. I have already pointed
out that all the evidence from persons on my ship who are still alive is that the helm
never was starboarded, and the evidence is that the helm of the other ship was ported
and hard a-ported under what I may call suspicious circumstances.

Chief Justice McLeod. — You say that the Storstad was on the starboard; what
have you to say as to the application of rule 19 ?

Mr. Aspinall. — I say that rule 19 applies to this state of affairs : if two ships are
crossing with the port bow of one to the starboard bow of the other, or the port light of
one open to the green light of the other, and there is therefore risk of collision, the
duty is imposed upon the ship which has the other on her starboard bow to keep out
of the way of the other.

Lord Mersey. — Toftenes admitted that he thought there was no danger of col-
lision.

Mr. Aspinall. — Quite apart from his admission, I submit with confidence that
your Lordships would never think that there was risk of collision at this distance in
clear weather. If my story be right, these ships were brought green to green at a
distance of something like three or four miles.

Lord Mersey. — Although the weather was clear at that time, fogs were about.
You know, fog had been encountered twice on your voyage down from Quebec,
and the fog that, in a sense, was the cause of all this misfortune was the third fog
that had appeared. Therefore, though everything was clear and plain at the time,
there was what might be called the risk of a risk. If you know what that is, I do not.
The expression was used elsewhere, or something to the same effect.

Mr. Aspinall. — I know who used it; it was the late Lord Esher. It was not
always approved in the House of Lords.

Lord Mersey. — I do not know what the risk of a risk is; if you have a difficulty of
that kind you may have the risk of a risk of a risk.

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EMPRESS OF IRELAND— STORSTAD COLLISION 525

SESSIONAL PAPER No. 21b

Mr. Aspinall. — After the two ships had got green to green, or red to red at a dis-
tance of something like three or four miles, I submit that it cannot be contended
that there was any risk of collision then, and there certainly was no risk of collision
in the earlier position when they were red to green. Of course, if I succeed in discred-
iting the story of the Storstad, then I think I am entitled to ask your Lordships to
say that much worse may have been happening on the Storstad than we have elicited
from their naturally unwilling witnesses.

Lord Mersey. — You have not referred to the circumstance that the man who
ought to have been on the bridge of the Storstad was not there.

Mr. Aspinall. — Not only was he not there, but when he was called and Qame
up, he was not told that there was a ship in such close proximity and that it was
necessary for the Storstad to be at rest. He was told something, and it was this,
page 213 :—

' Q. What did you say to him ? — A. I told him we were about 6 miles off
Father Point and that it was getting thick.'
My suggestion is this — and I think that it is a well-founded suggestion— that that
ship had not stopped and had not taken action for the Empress.

Lord Mersey. — I think the captain said that the ship was stopped.

Mr. Aspinall. — Yes, he looked over the side; he looked at the compass and over
the side.

Lord Mersey. — That is a dangerous observation for you to make, because it may
be said that Captain Kendall also looked over the side.

Mr. Aspinall. — Yes, Captain Kendall had been on his bridge taking action, and he
was the man to give the order to blow the appropriate two blasts when the time came ;
therefore he would have a reason for informing himself, and the way a sailor does
inform himself is by looking over the side. I had not finished quoting from the
evidence of Toftenes on page 213. The next question was this : —

' Q. Did you say anything about a vessel in the vicinity? — A. I did not.'

So the captain of the Storstad is called up and he is merely told that there is fog.
Lord Mersey. — That it was getting foggy.

Mr. Aspinall. — Getting thicker. I have not even yet done myself full justice in
quoting from the evidence, because there is another question and answer that I should,
read : —

' Q. Did you consider that there was any danger of collision then ? — A. I
did not.'

Of course he did not, because he knew nothing about the other ship. Yet under
those conditions he asks your Lordship to believe that he" was careful to ascertain when
his ship was stopped. The next thing he does is, seeing her lights come into view, order
full speed astern, too late to avoid the collision.

There are one or two matters to which I wish to direct your Lordship's attention in
connection with these questions of speed. It was suggested against me that because my
head after the collision was found pointing southeast, that showed that I had headway
upon me. According to the evidence of Captain Kendall, your Lordship will remember
that my head was southeast after the collision. The suggestion made was that the
Storstad, having penetrated into my starboard side, was in the position of a rudder, and
that because my head came to the southeast, that led to the conclusion that I had head-
way. Well, how a ship's head will go after there has been a collision and when she is
sinking, personally I know not, and I doubt very much whether the assessors will be
able to tell your Lordship that. It may go anyway.

ASPINALL.

526 MARINE AND FISHERIES

5 GEORGE V., A. 1915

A further suggestion — it was a point made by Mr. Haight in cross-examination of
one of my witnesses — was that if my ship was struck amidships what would happen
would be that I probably would yield bodily before her and go crab fashion away in
front of the Storstad. I should think that it is highly uncertain which way my head
would go. But this is to be remembered: that a ship does not pivot on her centre — and
again I say this subject to correction by the assessors. A ship pivots as a rule about a
third from her bow, and if she is struck aft of the pivoting point, where will her head
go? It will go to the starboard side. Now, that would be an explanation, but I say that
no explanation is needed, because how the head of a ship may go after there has been a
collision and she has listed and sunk is something no man can tell. I am dealing with
the point only by way of discussion, because Mr. Haight made the point ; I submit there
is nothing in that which will show speed upon the Empress.

The only other matter to which it is desirable to call your Lordships' attention in
this connection is this : the evidence of passengers. I am not going to invite your Lord-
ships to attach too much importance to the evidence of passengers, but such passengers
as have been called have either spoken to hearing our two blasts or spoken to our ship
being stopped.

Lord Mersey. — One man has stated that the Empress was going astern ; apparently
it was rather suggested by Mr. Haight at one time that he had taken the other view.

Chief Justice McLeod. — Do you think that as a rule passengers are likely to
know whether or not the ship is going ahead ?

Mr. Aspinall. — I have just stated it to your Lordships ; I am not attaching import-
ance to that testimony. There it is upon the record; I give your Lordships the refer-
ence, and if your Lordships hereafter see fit to read it your Lordships will do so. What
I am pointing out is this: that some of them speak about being stopped; others speak
to the two long blasts. Their references to the long blasts are, of course, much better
for me than their observations as to whether we were stopped or not, because, unless
Captain Kendall was playing with his whistle, that would mean that in .the opinion
of Captain Kendall the vessel was stopped. The witnesses to whose evidence I trust
that some time your Lordships will refer, are Smart, a first-class passenger, at page 442
and 443; Black, a second-class passenger, at page 451, and Pugmire, a second-class
passenger, at pages 918 and 919.

May I remind your Lordships of the lady who gave evidence in this Court, who, I
think, meant what she said, and said what she meant. That was Miss Townshend; Miss
Townshend was the lady, your Lordship may remember, who swam from the Empress
almost to the side of the Storstad. I submit that she was an extremely intelligent young
lady, who knew what she was talking about, and she was positive as to this: that she
heard the Empress blow three short blasts twice, and she heard the Empress blow two
long blasts. I submit that that is very valuable testimony in this case.

Lord Mersey. — Where is that evidence ?

Mr. Aspinall. — Page 1664, on the ninth day. I asked her if she was certain, and
she said yes; she had no doubt about it at all. As I have already pointed out, these
unhappy people who in the dead of night were suddenly precipitated into the water, if
they had noticed anything which would justify complaints against the method of navi-
gation or management of the Empress, would naturally have been ready to come for-
ward and make those complaints. This lady was not called by me or by those associated
with me; she was called at the invitation of Mr. Haight and for some other purpose.
With regard to other matters she was somewhat in doubt; with regard to this matter
she had no doubt whatever.

Now, with regard to these long blasts, there is a considerable body of evidence
that they were not blown and there is some evidence that they were blown. Your
Lordships will no doubt weigh which is the better evidence with regard to the

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EMPRESS OF IRELAND— STORSTAD COLLISION 527

SESSIONAL PAPER No. 21b

matter. What I want to point out in th it connection is this: suggested long
blasts blown on the Empress before she reversed,. There would have been nothing
wrong in Captain Kendall's blowing these long blasts before he got into the fogr
or as he entered the fog, because it has been laid down that it is your duty to
blow a blast before you run into a fog. There would have been nothing wrong in
his doing it; he would have lost nothing by admitting that he had blown long'
blasts under those circumstances. His case would not have suffered one bit. I
submit that here again the testimony of the man who is doing the thing is much bet-
ter than the testimony of stewards who woke up or happened to be awake and who
thought they heard blasts. One can very well understand their frame of mind after
this collision had happened ; many people imagine things that they have never seen at
all. In that connection may I remind your Lordships of a statement made by M.
Belanger. M. Belanger is a gentleman against whose character or veracity I have, of
course, no desire to make any suggestion whatsoever; he is obviously an
honest man occupying a good position. But consider for one moment his
evidence with regard to whistles. Pie was seven or eight miles away and he thinks
he heard whistles; I submit that it was impossible for him to hear any whistles
at all. He was a mile to the westward of Father Point, and the two vessels were some
six or seven miles on the other side of him. What happened about those whistles,
according to him, he never told Captain Lindsay. Later he makes some statement
about the whistles and when he comes into court here he gets them in a quite differ-
ent order. My point with regard to his evidence, is, as I have said, that the dis-
tance between the ships was much too great to enable him to hear anything. Also it
is to be noticed that the order in which he got them was wrong. According to his
evidence before the Coroner the order was this: one, one, three, two. When he
came to give his evidence here in court, the order was : one, two, three. I submit that
evidence of that character really is of no value in enabling your Lordships to arrive
at any safe conclusion in this case.

My Lord, with regard to this matter of speed, which I say is closely allied with
helm action ; may I remind your Lordship of this : Galway, who came here to give
evidence with regard to our steam steering gear, when asked by me, at a time when he
had no affection for me, I am afraid, whether the Empress was stopped at the time of
the collision, answered yes.

Chief Justice McLeod. — Did Galway say that?

Mr. Aspinall. — Yes, my Lord, and I was pointing out that it was given at a time-
when I am afraid he was not fond of me and would not be ready to help me.

Lord Mersev. — I do not think you can say that Mr. Galway was one of your wit-
nesses. Will you read the questions and answers, reading two or three question? before
and two or three after. What page is it ?

Mr. Aspinall. — Page 635, the third day :

' Q. There is one other matter that perhaps I ought to have asked you
about, Mr. Galway. Did you tell Mr. Llolden when you saw him at Montreal,
when you were asked if "the reversing of your engines took the ship's way off"
that you thought so ? Was your answer "I think so" ? You have told me this after-
noon that you told Mr. Holden that your whistle was twice blown and that it
blew three short blasts? — A. Yes.

Q. That is right, is it? And in connection with the reversing of her engines,
Mr. Holden asked you the question whether the reversing of the engines took
your way off. Do you remember ? — A. Yes, that is so.

Q. He (Mr. Holden) said 'Do you think they took her way off?' — A. I think
so. What I understood him to say was how many minutes did it take to
take the stern way off the ship and I answered "seven minutes." '

ASPINALL.-

528 MARINE AND FISHERIES

5 GEORGE V., A. 1915

Q. Let me repeat this: 'They stopped the engines 'and then reversed them
and then kept on going astern for a certain length of time? — A. Yes.
Q. Do you think they took her way off? — A. I think so.
Q. Did she get any stern way? — A. I do not think so.
Q. Did you tell this gentleman that? — A. Yes.
Q. Is it right ; is it correct ? — A. I say yes, sir.'

Chief Justice McLeod. — As to the reversing of the engines taking the way off; do
you understand that to mean that she came to a standstill?

Mr. Aspinall. — I think so.

Chief Justice McLeod. — Did you reason it out that way?

Mr. Aspinall. — I think that if you take your way off, that does not mean in sailors'
language any reduction of speed.

Chief Justice McLeod. — Of course, the reversing of the engines would first result
in a reduction of speed and subsequently bring the ship to a standstill?

Mr. Aspinall. — Yes.

Lord Mersey. — I suppose the expression 'her way is taken off' would mean that
she has come to a standstill?

Mr. Aspinall. — I think so, my Lord; of course, I defer to your Lordship's views
I appreciate that.

Lord Mersey. — To reduce her way is not to take her way off; to take it off is to
stop.

Mr. Aspinall. — I think so, my Lord; of course, I defer to your Lordship's views
in regard to the matter. I do not want to make much of the evidence of Mr. Galway,
but it is somewhat significant that he told Mr. Holden in the early stages of this case
that her way was off, and then again, after the various incidents connected with hi?
cross-examination had taken place and after I had read to him his evidence on the
previous occasion and asked him if that was so, he said i yes.'

Lord Mersey. — What was the interval between the two signals of three short
blasts ?

Mr. Aspinall. — Two or three minutes, my Lord.

Lord Mersey. — And the evidence was, I think, that it was possible if she were
going full speed, to get her to a standstill — by a very violent operation it is true — in
two and a half minutes or so.

Mr. Aspinall. — Two minutes and fifteen seconds, I think it was. With regard
to the very violent action, may I be allowed to say this : although the order goes from
the bridge to the e'ngine room, full speed astern, it is to be remembered that engineers
are extremely fond of their engines, and they always do it gradually. On board many
ships — again I speak subject to correction by the assessors — if the officer on the
bridge wants to convey to the mind of the person in charge of the engines down below
that going full speed astern is a matter of urgency, as a rule it is done by pulling a
lever twice. Your Lordship will remember whether I am right or wrong in making
that suggestion; Captain Murray, I am told, said so.

The only other matter in connection with speed to which I wish to call your Lord-
ship's attention is the evidence with regard to damage.

Lord Mersey. — One matter I should like you to refer to is the evidence of the
divers. (

Mr. Aspinall. — My Lord, the evidence of the divers, so far as it seems to me to
be pertinent to this matter, is that when they found us we were heading northeast.
Apparently we had swung at one time, because shortly after the collision we were

ASPINALL.

EMPRESS OF IRELAND— STORSTAD COLLISION 529

SESSIONAL PAPER No. 21b

heading southeast and by the time we reached bottom we were heading northeast.
The diver said that that is just the sort of thing that might be expected. He showed
how unimportant is the heading.

Lord Mersey. — Will you tell me where the diver says that?

Mr. Aspinall. — Yes, my Lord. I was making an observation as to how unimport-
ant is the heading of the ship after the collision has taken place. She had headway
to the southeast ; she has travelled back to the northeast.

Chief Justice McLeod. — What did you say was the heading at the time of the
collision?

Mr. Aspinall. — My heading on my course was north 72 east ; that is, to put it into
compass, east by north half north.

Lord Mersey. — The difference between compass and magnetic is not of any con-
sequence. That being the course at the moment of impact according to Captain
Kendall's evidence, what is her position according to the diver ?

Mr. Aspinall. — Northeast.

Lord Mersey. — That is an alteration of how much?

Mr. Aspinall. — That is an alteration of two and a half points. Meanwhile, if this
evidence is right she swung back during the time she was making the descent to the
bottom of the sea. My point is that no reliable argument can be based upon the heading
of this vessel. She has ceased to be a vessel; she has been destroyed, really; she is
answering neither helm nor engines.

Lord Mersey. — She must have been answering some forces.

Mr. Aspinall. — Oh, yes, some forces.

Lord Mersey. — But what those forces were, it is extremely difficult to say.

Mr. Aspinall. — Just so. My Lord, at page 1295 on the seventh day, the diver told
us that her bow was northeast.

Lord Mersey. — We were to have had some further particulars from the diver from
the Essex; what they were I cannot just at the moment remember.

Mr. Haight. — The diver, my Lord, agreed to send specific data taken from his
memorandum to show the stage of the tide at which his men had gone down and the
length of time they stayed under water in each case. I understood Mr. Newcombe to
say yesterday that he would take steps to get that data ; it has not yet arrived, so far aa
I know.

Lord Mersey. — I have not heard of it.

Mr. Aspinall. — At page 1298 the diver said that he thought her stern would swing
towards the shore. Of course, if after the collision my head (her stern) had gone over
to the southeast and she is found on the bottom northeast heading, then undoubtedly
her stern has gone towards the shore and her bow would go out from the shore.
Whether that is of any value to your Lordships or not, I know not

Chief Justice McLeod. — Will you read that again, please ?

Mr. Aspinall. — He was asked what would happen to the ship, and he says that if
she occupied a certain position — he does not say what — at the surface, she would swing
her stern in or her bow out.

Lord Mersey. — Who says this ?

Mr. Aspinall. — Mr. Wotherspoon, the diver, but whether he knew or not, I know
not. Speaking for myself, I do not ask your Lordships to attach much importance to
that, one way or the other.

My Lord, at this period of the case 1 was coming to the evidence with regard to
the damage.

ASPINALL.

216—34

530 ' MARINE AND FISHERIES

5 GEORGE V., A. 1915
Chief Justice McLeod. — Damage to the steamer ?
Mr. Aspinall. — Damage to the steamer that has survived.
Lord Mersey. — To the Storstad.

Mr. Aspinall.— To the Storstad, and to see if that will throw any light upon
how this collision happened. My Lord, I think I am justified in saying that, at
any rate in England, it has constantly been judicially laid down — and Mr. Reid agreed
with me in this — that where you have only one ship surviving, the conclusions you
can draw from the damage found to the one ship are not very useful in enabling you
to come to any certain conclusion as to how it was that those ships came into con-
tact, or under what conditions they came into contact. Mr. Reid, when I asked him,
said that my suggestion was right, but that the extraordinary conditions of this case
enabled him to judge as to what happened, and that was why he was able to tell us
what these two ships had done. Now, he has only the one ship, and this is in doubt.
Mr. Hillhouse says that his opinion is that the Storstad assumed her present distorted
condition before she had penetrated the plating of the Empress. I say that we have
no certain data here, because these experts do not agree as to the facts. The other
gentleman took the view that the present distorted condition of the Storstad's bows
was caused after the Storstad had penetrated the side of the Empress. Well now,
we have another serious conflict between these two gentlemen. Mr. Hillhouse was
of the opinion that the angle between these two ships when they struck was in the
neighbourhood of 80° ; Mr. Reid was of opinion that the angle between the two ships
was in the neighbourhood of 40°, so there is a difference of 100 per cent between these
two gentlemen with regard to the angle between these two ships.

Lord Mersey. — That is what I would call a difference of 50 per cent.

Mr. Aspinall. — I was a little doubtful whether I was accurately stating it. With
regard to this evidence, here again we are on theory. We have got away from the
evidence now and we are theorizing, and we are theorizing under the condition that
we have only one ship and that the views of these two eminent gentlemen are widely
divergent with regard to the data. Now, Mr. Reid has given his view as to speed on
the Storstad and he wishes to ascribe speed to the Empress. The first suggestion
that I make to him is this: if the Storstad has gone into the side of the Empress,
in view of the great momentum of the advancing Empress, wouldn't you have
expected the stem to have been bodily set to starboard, and he gives me the answer,
yes. If I may be allowed to express the opinion, I may" say that I thoroughly agree
with him. But some force was in operation which was greater than the force due to
the momentum of the Empress across the bows. The bows are set to port, and that
is a difficult matter for him to explain; therefore he has put forward what I submit
is a somewhat fantastical explanation. Personally, I did not understand it; I have
no doubt that that was due to lack of intelligence on my part.

Lord Mersey. — I do not think so.

Mr. Aspinall. — I have done my best to understand it. He seemed to say that the
ancnor on the starboard side was acting as a fender and that that, for some reason or
another, drove the stem of the Storstad over to port. I confess that I did not under-
stand it at all. What would happen, I should think, would be this.. You have your
anchor at the hawse pipe. The Storstad drives into the Empress. The anchor is dis-
turbed, and if it can it will go somewhere. Where will it go ? I should think that as the
Storstad drove into the Empress, that anchor would have been driven further aft on
the starboard side of the Storstad, and I should have thought that if that anchor was to
have any effect at all upon the forward plating in the way of the bows of the Storstad,
it would have tended to pull the plating attached to the stem round from port to star-
board. But in truth and in fact the stem has gone to port. Of course, as I say, that

ASPINALL.

EMPRESS OF IRELAND— &TORSTAD COLLISION 531

SESSIONAL PAPER No. 21b

is a difficulty in the way of Mr. Keid's theory. Mr. Eeid told us that owing to the dis-
covery of certain new facts, he had only two days ago to remodel his theory. I do not
know whether we have all the facts of this case with regard to the damage ; in fact, I
am certain that we have not, because, to begin with, we have not the Empress and we
have no certainty as to the angle of entry. It might be for all I know, that if one were
able to convince Mr. Keid of new facts, he might again have to remodel his theory. I
submit that this evidence with regard to theories is absolutely useless in this case.
Sometimes damage is conclusive, but very, very rarely. My submission is that if any
importance is to be attached to the damage in this case, it must be remembered that we
have this remarkable fact : that the first forces brought into active operation upon the
stem of the Storstad, if their theory that the Empress had headway be right, was a force
driving the stem from port to starboard. Mr. Eeid admits it, and that is something
that he has to negative and overcome, because we find that the stem is in fact set to
port. When I asked him, getting away — I do not want in any way to be disrespectful
to Mr. Eeid — from the somewhat complicated and somewhat minute calculations that
he was putting before us; when I asked what his big point was which established that
the Empress had way upon her, he said : it was the swing. Then I said : what is your
second point, if you have another one ? He said that the second big point was the mark-
ing of the port bow in that cavity where the anchor is now found, due to the decks of
the Empress coming in contact with it. That is the strong point ; that is the key which
will unlock the door of the problem as to whether or not the Empress had way upon her.
There again we are at once confronted with this: the angle of entry, according
to Mr. Jlillhouse, is 80 degrees; the angle of entry according to this gentleman, is 40;
and he drew a diagram showing the ship entering at 40 or 45 and coming out at 40 or
45. Then Mr. Eeid says : that satisfies me that there seems to have been headway upon
the Empress. But Mr. Hillhouse's view and Captain Kendall's view — I know the Stor-
stad people will take a different view, but Mr. Hillhouse's view is that the angle of
entry was about 80 degrees, the ship running into a stationary wall at an angle some-
what in the neighbourhood of a right angle. She backs out, and with stern way upon
her as she goes out the tendency is for her head to go to starboard and to draw some-
what in line with the Empress. As I say, what is the value of theories, unless your
Lordships feel certain that you have all the data which will enable you to begin to theor-
ize? Theories at their best are of slight value as compared with positive evidence, but
when we feel that there" is uncertainty as to the data, I submit that they are really
valueless.

There is one other matter that I wish to deal with before I leave this part of the
case.

I spoke to Mr. Haight about our respectively marking the same chart, and it was
obvious to us at once that there were great difficulties. I believe Mr. Haight has a
chart marked and I have marked one also. Might I hand up my chart?

Lord Mersey. — Is this a chart which has been put in?

Mr. Aspinall. — No, my Lord.

Lord Mersey. — You are using it merely as an illustration?

Mr. Aspinall. — Yes, my Lord, I am using it merely to illustrate my argument.

Chief Justice McLeod. — What have you marked on it, Mr. Aspinall?

Mr. Aspinall. — We have Gagnon's position of the wreck, with the two courses
opposite. Now, I say at once that I do not think this will be very helpful to the Court,
and for this reason, that the respective courses of the two vessels, as I said in an early
part of my speech, are based upon our being certain as to our exact position in the
Eiver St. Lawrence at the all-important time. What I have been pointing out, if I
may repeat it, is that neither side took four-point bearings. There is somewhat

ASPINALL.

216— 34£

532 MARINE AXD FISHERIES

5 GEORGE V., A. 1915

uncertainty about what the speed was during the time before the accident, because
when we start, of course we have to get up our speed, and when we reverse, we have
to lower it down. The same applies with regard to the speed of the Storstad. She
is relying upon her patent log to give her speed. It is a very unreliable instrument at
the best, so I do not think it will be of very great assistance to your Lordships. The
positions claimed by the Storstad, which we have indicated there, are the positions
which are to be found in her log.

Well now, I say at once, that I invite your Lordships to attach very little value
to either log of the Storstad. Dealing first of all with the engineers' log, your Lord-
ships will remember that what happened is this, that for some reason or other the
young man in charge of the engines only recorded two entries in his log and no more.
The poor young man was extremely distressed in the witness box. That was very
obvious. But the fact remained that for some reason or other he did not go on to fill
up his log, and he was very anxious to get away from his log. And then we had that
somewhat remarkable evidence from the Chief Engineer that the log was brought to
him, and that he made an entry in this log. And when asked why he made it, he said
at last, when he was driven to it, 'well I didn't like the spelling of this young man.'
He said he didn't think his spelling was right. Well, it seemed to be a very odd excuse
to give, and when the spelling was looked at it was found that the spelling was all right,
and as far as I know he had no other reason for dealing with the log in the way that
he did.

Lord Mersey. — There was nothing wrong with the spelling?

Mr. Aspinall. — No, my Lord, but they didn't seem to like that log.

Then, when we came to the ship's log it was an odd document. There again, there
was the odd order in which the entries had been made. The entries were not in chro-
nological sequence, as they occurred. And then, when the witness was pressed about
the ship's log, this is to be remembered, that he stated that he wrote it up at nine
o'clock, at eight or nine o'clock in the evening. Later on, when he was being asked
about the matter, he said he wrote it up while his ship was on the way to Quebec.
But he forgot that he had told us in evidence, as appears in the same log,^that the
ship arrived at Quebec at 1.30.

Lord Mersey. — I thought he meant eight or nine o'clock in the morning.

Mr. Aspinall. — I believe your Lordship did ask him that, but he said no.

Chief Justice McLeod. — I thought it was eight or nine o'clock in the morning
he said.

Mr. Aspinall. — Well, my Lord, if that is so, it is a false point that I am making,
and I do not want to make it.

Lord Mersey. — Well, Mr. Aspinall, I think he said eight or nine o'clock in the
morning.

Mr. Aspinall. — Well if that is so, then there is nothing in my point, and I wish
to withdraw it, but I think we are right on that. My Lord, may that be looked into,
and if it is an error I will withdraw my argument on that point.

Lord Mersey. — I will look into it.

Mr. Aspinall. — Well now, might I draw your Lordships' attention to the chart,
for what it is worth?

Lord Mersey. — Yes, Mr. Aspinall.

Mr. Aspinall. — My Lord, on that chart we have put the times of our various helm
manoeuvres, and we have also put the position of the wreck as given us by Captain
Gagnon.

ASPINALL.

EMPRESS OF IRELAND— STORSTAD COLLISION 533

SESSIONAL PAPER No. 21b

Chief Justice McLeod. — You mean this round mark at the top?

Mr. Aspinall. — That is right, your Lordship. We have endeavoured to put our
course as well as we can, and have endeavoured by the light of the bearings and posi-
tions given in the log of the Storstad to put on the chart also the different positions
of the Storstad. Now, my Lord, the wreck, I have no doubt, is fairly in the proximity
of the place where the two ships struck. And it is to be noticed that if our course be
right it takes us — this at any rate is in my favour — fairly close to the wreck. Whereas
their course, which they are claiming, takes them a very very long way from the
wreck.

Chief Justice McLeod.- — W^ould you or would you not, assuming the Storstad had
not ported her helm — of course you claim the Storstad answered her helm?

Mr. Aspinall. — Yes, my Lord.

Chief Justice McLeod. — Well we will assume that she did not answer her helm
or else that the order to port had not been given.

Mr. Aspinall. — Yes, my Lord.

Chief Justice McLeod. — Taking the course you have, would you not then have
come to the place where the Storstad was, the Storstad maintaining the course she was
on, and you also maintaining the course you were on — would the ships not then have
come together, but further distant? Do you understand me, Mr. Aspinall?

Mr. Aspinall. — No, my Lord.

Chief Justice McLeod. — Well supposing the Storstad had not changed her course
but had continued on it and so had you.

Mr. Aspinall. — There would have been no collision, and no danger.

Chief Justice McLeod.1 — You think not.

Mr. Aspinall. — No, my Lord.

Chief Justice McLeod. — I was just looking at the plan and it struck me they would
be closer together.

Lord. Mersey. — I don't know what you are talking about. I have been trying ta
understand the chart and I was not listening. What did you say?

Mr. Aspinall. — My Lord, what I was saying was this: the Chief Justice was
saying to me, doesn't that look as if the two ships were approaching one another at
rather close quarters?

Lord Mersey. — Well, yes, I think it does.

Mr: Aspinall. — Well, my Lord, my submission is not. I have not unfortunately a.
copy of that chart before me, but I think if the dividers are applied it will be seen
that they are approaching at a good safe distance. What I have been always pointing-
out is that very little reliance must be placed upon my estimates as to bearings and
distances, and also upon theirs. But for what it is worth, we have done what your Lord-
ship asked us to do. But if you take the course they claim they were on, it puts them
port to port with us, and it takes them nowhere near where the wreck was found.

Chief Justice McLeod. — And there could not be a collision ?

Mr. Aspinall. — No, not anywhere near where the wreck was found.

Lord Mersey. — It is suggested to me that the chart will be found of very little
assistance to us.

Mr. Aspinall. — I think very little, my Lord.

Lord Mersey. — If that is true I am not sorry to hear it.

Mr. Aspinall. — The only benefit I can claim for it, and I do not feel like claiming
that, is that my claimed course takes me much nearer the wreck than does Mr.
Haight's. That is all I can claim. But beyond that I do not think one will get any

ASPINALL.

534 MARINE AND FISHERIES

5 GEORGE V., A. 1915

benefit from diagrams in this case. That is my submission, because we have not got
accurate data.

Now, my Lords, I have finished on that part of the case, and I was proposing now
— and I can deal with it quite shortly, I think — to deal with the last matter, namely,
the cause of the ship's foundering so quickly. I will deal with it very shortly.

Lord Mersey. — Can't you state it in a few words.

Mr. Aspinall. — My Lord, what I should have preferred to have done was to have
referred your Lordships to the evidence of Mr. Hillhouse. He can do it much better
than I can.

Lord Mersey. — The evidence of Mr. Hillhouse.

Mr. Aspinall. — Yes, my Lord.

Lord Mersey. — I asked Mr. Hillhouse what the reason was — however, I understand
you refer me to the evidence of Mr. Hillhouse.

Mr. Aspinall. — What I would like to say a word about is not exactly what caused
the ship to founder so quickly, but what caused her to founder so quickly in the way she
did, namely, to turn over on her side, because that is the matter we must consider.

Lord Mersey. — Are you speaking of the list now.

Mr. Aspinall. — Yes, my Lord, of the big initial list, and Mr. Hillhouse, at pages
602 to 627 (typewritten copy) exhaustively deals with that matter.

Chief Justice MoLeod. — I have no difficulty at all in coming to the conclusion about
what made the ship sink so quickly, because the water came into the port-holes along
the side.

Mr. Aspinall. — Well, that is the evidence of Mr. Hillhouse. Mr. Hillhouse natur-
ally, and quite properly, was wishful to claim that his ship would float with two com-
partments flooded, and I have no doubt that if you got the water evenly distributed
over the deck, that is so. But as he himself stated, the circumstances of this case were
extremely peculiar, as there was this enormous inrush of water listing her over. Added
to that was the weight of the Storstad, which, instead of being water-borne, was resting
on her side, and helping, and so is a factor to be considered; and then there was the
possibility of the boiler on its cradle being disturbed.

Lord Mersey. — I want to ask you this — you are not concerned with it but Mr. New-
combe is somewhat — but are you going to assist us ? I do not want to throw an onus on
you, beyond what you are bound to bear, but are you going to assist us by making any
suggestions as to how this sudden foundering of the ship might have been avoided ?

Mr. Aspinall. — No, my Lord, I was not.
- Lord Mersey. — Then don't let me tempt you to do things that you are not obliged
to do. It may be a very tempting suggestion to you, but do not let me tempt you to
do it.

Mr. Aspinall. — What I am going to do is this, my Lord, that your Lordships,
having heard the evidence, and having considered the matter, are in a position to make,
when you come to give your report, any suggestions which would, or which might,
obviate such a disaster, I am instructed by the Canadian Pacific Railway Company
to say that prompt effect shall be given to such recommendation.

Lord Mersey. — Oh that is another matter altogether; and that observation I do
not think is worth much, because our suggestions will be made, if we can make any,
not for the Canadian Pacific Railway Company at all, but for the public at large.
They will be made for the whole ship-owning world, if we make them.

Mr. Aspinall. — Yes, my Lord, if your Lordships are in a position to make such.
Of course the difficulty again is here that we do not know all the facts. So many people
have been lost who might have thrown some light on this matter.

ASPINALL.

EMPRESS OF IRELAND— STORSTAD COLLISION 535

SESSIONAL PAPER No. 21b

My Lords, I have finished. If I might be allowed to strike a personal note, and
to thank on behalf of myself and the English Bar my American opponent Mr. Haight
for the courtesy and the consideration which has been extended by him to me, and
also to express my appreciation of the very great assistance I have derived from being
associated with my distinguished Canadian colleagues.

Lord Mersey. — Of course, Mr. Aspinall, we shall need you to reply to the com-
ments that have been made by Mr. Haight.

Mr. Aspinall. — I shall be at your disposal, my Lord.

Lord Mersey. — Now, Mr. Haight, we are going to hear you, we hope, in the morn-
ing.

The Commission thereupon adjourned until ten o'clock on Saturday morning,
June 27th.

ELEVENTH DAY.

Quebec, Saturday, June 27, 1914.

The Commissioners appointed by the Honourable John Douglas Hazen, the Min-
ister of Marine and Fisheries of Canada, under Part X of the Canada Shipping Act as
amended, to enquire into a casualty to the British steamship Empress of Ireland, in
which the said steamship, belonging to the Canadan Pacific Bailway Company, was
sunk in collision with the Norwegian Steamship Storstad, in the River St. Lawrence,
on the morning of Friday, the 29th day of May, 1914, met at Quebec this morning, the
twenty-seventh day of June, 1914.

Lord Mersey. — I think I made a mistake, Mr. Aspinall, when I corrected you yes-
terday. You said that the official engineer's log was written up at nine o'clock at night.
I said that I thought it was made at nine o'clock in the morning.

Mr. Aspinall. — Yes.

Lord Mersey. — I was wrong.

Mr. Aspinall. — I do not think I am justified in making that point, my Lord.

Lord Mersey. — That is quite sufficient.

Mr. Aspinall. — I have looked into it and I do not think it is a good point and I
withdraw it as to the time it was written up. The observation was made, not in regard
to the engineer's log but in regard to the mate's log, and I was wrong.

Lord Mersey. — Then it is right to say that the mate's log was written up earlier?

Mr. Aspinall. — The mate's log was written (up, according to the evidence, before
the ship had arrived at Quebec.

Lord Mersey. — I had in my mind the mate's log when I made that observation.
Now. Mr. Haight.

Mr. HAIGHT'S SPEECH.

Mr. Haight. — May it please the Court, during the past ten days of this investiga-
tion there has occasionally been a ripple over the surface, a ripple of amusement, but
I am sure that it has been a surface ripple only and that we have all been conscious of
the fact that we are investigating a great tragedy, . probably the worst tragedy that has
been known in the shipping world. On a clear night, on the wide waters of the St.
Lawrence, with the lights all visible, and absolutely no obstruction, only two vessels are

HAIGHT.

536 MARINE AND FISHERIES

5 GEORGE V., A. 1915

in view. The course of each vessel is known, the position of each vessel is known and
the courses and positions are ones of absolute safety. Suddenly a curtain is drawn
and in fifteen minutes the Empress of Ireland has disappeared below the siurface of the
waters and over a thousand souls have gone down with her. , The entire world wants to
know why. They have gasped with horror at the possibility of such an accident occur-
ring within four or five miles from the shore. Norway, I think, more insistently than
anyone else, wants to know how this happened and who was at fault. Before the St.
Lawrence was even named Norway was proud of her ships and her sailors.

Captain Kendall has, from the outset, told one persistent story and he has told it
here before your Lordships on the stand. He not only says that in a fog when, as every
sailor knows, he must keep his course, the Storstad changed her course seven points
but he says that after she had made that change and after she had with deliberate —
almost deliberate — purpose run him down he begged her to keep coming ahead and
that in spite of his petititon she not only backed away and left the Empress to sink
but she backed a mile away and allowed the passengers to the number of over a thous-
and to drown. Norway wants to know if one of her ships, flying her flag and with
officers carrying her certificates, has done these things.

When this Court was appointed, a Court which, in point of dignity, equalled the
fearful dignity of the disaster, Norway rejoiced. We seized upon the opportunity not
grudgingly, we were not dragged here under subpoenas in spite of ourselves. Our crew
was placed at the disposal of the Government at once and we welcomed a chance of
coming before a Court composed of experienced Admiralty judges, and also experienced
practical men in order, without the technical rules of evidence and other delays always
incident to Court proceedings, the truth might be ascertained. I conceive, my Lords,
that it is particularly fortunate that this is not a legal proceeding, that this is an in-
vestigation and that it is unhampered in every way. My only regret is that I should
have played so active a part in it. I would have wished that my witnesses might all
have been examined by an impartial advocate. I have tried to be impartial but in
spite of everything an atmosphere of partisanship must surround the evidence when
counsel for one vessel or for the other is examining the witnesses and opposing counsel
is cross-examining. I would have wished that it might have been practicable fortevery
witness in this case to have given his evidence without any of the atmosphere of par-
tisanship. That, however, did not seen practicable and I can only hope that the evid-
ence has come before your Lordships in such a way as to cause the impression to be
left that at least an effort was made to produce it frankly and honestly.

I conceive, my Lords, that there is but one point in this case. Both sides admit
that the accident was absolutely inexcusable. Both sides admit that the vessels were
on safe passing courses and that the position of each vessel was known. Both sides
contend that it is the elementary duty of every sailor, when he has passed into a fog,
to maintain the known course which he held before the fog shut him out. There was
not a cabin boy on either vessel who did not know that simple, primary rule of naviga-
tion in a fog. That the collision was possible was only due to the fact that after the
fog shut in a radical change in course was made by one ship or the other. Had both
vessels maintained their courses they would have passed anywhere from half a mile
to two miles clear and this court would never have been convened. The question is,
therefore, as I see it: Which ship changed her course? All other questions sink into
absolute unimportance. I submit also that this is a case in which there can be no
question of division of damage, no finding of mutual fault. If the Storstad changed
her course

Lord Mersey. — Will you repeat that?

Mr. Haight. — I submit that the case is one in which the court will never find that
both vessels were at fault. If the Storstad changed her course I have absolutely no
complaint to make against the Empress. I do not care where her lookout was, I do

HAIGHT.

EMPRESS OF IRELAND— STORSTAD COLLISION 537

SESSIONAL PAPER No. 21b

not care what her speed was, I do not care whether she reversed or stopped ; if, on her
course, the Storstad ran her down, the Storstad alone is at fault and I have no excuse
to make for her navigation. Similarly, I submit to your Lordships, that if the Empress
changed her course, if she, a great passenger steamer with 1,500 souls aboard, exposed
her starboard side to my vessel while the Storstad was on her course, her case is
absolutely indefensible and she can 'be heard to make no excuse.

The case necessarily involves a question of veracity. I agree absolutely in the
opinion expressed by my learned friend (Mr. Aspinall) that this case must be handled
with courage and that we must confront the fact that one story or the other is false.
It is not pleasant to discuss any case on the question of personal veracity. I would
far rather have argued a question of law than speak on the question of fact. I would
far rather have argued that either one side or the other was mistaken and not deliber-
ately mis-stating facts, but I can see no way in which the court can escape from the
primary conclusion that what was done on one ship or the other, namely the change
in her course, was known when it was done. No ship could inadvertently change seven
points. There are compasses and in a fog the compasses are watched ajid a ship that
changed her course from N 72 E to N E, or a ship that changed her course from W by
S seven points knew that she made the change when she made it and bci'/re this
Tribunal the witnesses from the vessel so changing its course have deliberately
falsified their testimony.

The case involves the necessity of building up a solution which is based upon
theory. Your Lordships were invited yesterday by my learned friend to decide this
case upon the evidence. But, if you find that one ship or the other changed, as you must,
you can find no direct evidence of that change. Neither vessel saw the other change.
Each vessel denies that she herself changed and yet the change was made. Direct
evidence will never help us — it would help us, but direct evidence cannot possibly
be found from any eye-witnesses who saw the change except from witnesses on the
boat which made the change, and they refuse to tell. The case from the outset was
to me more than perplexing because I found it absolutely impossible to find in my
own mind a reason for the change which admittedly had been made. The question
which was persistently put by the court during the early days of the investigation
to witnesses on both sides shows that your Lordships have laboured under the same
difficulty. Why should the Empress change, was asked of Captain Andersen. Why,
if she was in a position of absolute safety, red to red when the fog shut out should
she throw herself across the bow of the Storstad? To the witnesses from the
Empress the same question was put: Why should the Storstad have changed her
course seven points when she was on her way to Father Point and run straight for
the north shore? That is a difficult question to answer, if we are working upon the
theory that the officers of both boats were reasonable human beings and that the change
of course was deliberately made. For my part, like Captain Andersen, I pondered the
question over and I could reach no conclusion. I now submit that this court will find
that if, as I say, the officers of these two vessels were rational beings, were not mad men,
the change in course was not made deliberately, but was due to some circumstance
which has not been definitely testified to but to which we may nevertheless look for a
solution. What was it that caused such men, men of at least ordinary intelligence, to
suddenly make a sheer which apparently caused this disaster? I can think of only
three possible reasons. I should say in the first place that there is no charge that our
boat did not steer. On the contrary, Mr. Aspinall bases his entire case on the pro-
position that we could steer, that our ship navigated well, that she did steer and indeed
that she had such great facility in steering that with her wheel a-port one minute
after she had been slowed for two minutes and stopped for three or four she ran a
mile and changed her heading seven points. Our steering qualities are not only
admitted but are made the basis of the argument by the other side. The Empress
might not have steered had she dropped her rudder, but her rudder did not drop. She

HAIGHT.

538 MARINE AND FISHERIES

5 GEORGE V., A. 1915

may not have steered well if she was by design a poor steering vessel. She might
have encountered this sheer by her steering apparatus, normally sufficient for her
needs, suddenly becoming deranged. I doubt if your Lordships can find any other
reason to explain the sheer on the part of the Empress which will appeal to your Lord-
ship's intelligence. A deliberate sheer I discount absolutely. I never shall believe
that Capt. Kendall, knowing that a vessel was on his portbow, deliberately turned
his splendid ship, with all her passengers aboard, straight across our path and then
stopped his engines to lie inert while we were coming through the fog ignorant of his
position inevitably to run him down.

We have evidence as to the steering qualities of the Empress and also as to her
steering gear. As to her steering qualities, it is admitted by Mr. Hillhouse that her
design was a departure. He justified it at first upon the stand that his concern had
nothing to do with the design of the ship. It developed immediately on cross-examin-
ation that the designer, a gentleman eminent in his profession, had within a very
short time been the head of his yard and that Mr. Hillhouse himself had worked on
the vessel's designs. He knew the outline of her stern, he knew all about it and he
knew that when she was designed it was a departure. Mr. Reid has testified that a
vessel full at the stern, as this vessel was built, was not only an innovation at the time,
but, as I understood him, it was an innovation that was not followed in detail.
Mr. Eeid states that the percentage of rudder originally allowed her was below the
normal and Mr. Hillhouse admits that the rudder had to be changed. He knew that
it was changed because of complaints about the vessel's steering qualities. He did
say that the rudder of "the Empress of Ireland had been damaged and that when the
damage was being repaired they took advantage of the opportunity to increase the
area of the rudder in order that her steering qualities, which previously had been
good enough, might be made some better. It appeared, however, that the Empress of
Britain, which had encountered no accident, had received the same attention and that
her rudder also was changed. Mr. Reid says to-day that a vessel built as the Empress
of Ireland was needs a percentage of rudder of about 2.4 and Mr. Hillhouse takes
thirteen vessels and says that the average percentage is much lower.

Lord Mersey. — Is what ?

Mr. Haight. — That the average percentage of rudder is much lower than that. I
did not go into an extended cross-examination as to the formation of each one of the
thirteen vessels which he took but surely the stern of the Aquitania is not shaped round
and full as this vessel was. If you have a full stern you have eddying; you stop the
steady current of water against your rudder, and the steering is affected. I realize
that it is rather radical to say that the designer of this ship made a mistake and I
would not so suggest but for the fact that a mistake was made and that the rudders of
both vessels were changed. Some mistake originally was certainly made.

Next, we have direct evidence of how this vessel did steer — not theory — but prac-
tice. The Alden, only three or four hours before this tragedy, was bound up the St.
Lawrence as the Storstad was coming some miles behind. She encountered the Empress
bound down on this memorable voyage. Three men from the Alden were called to
appear before this court. They were foreigners, they talked no English, but I believe
your Lordship must have been impressed by their story. One man was as pitiable an
exhibition of stage fright as I ever saw but he told us his story and, as I recollect,
your Lordship (Lord Mersey) said, when he left the stand: Don't let that boy go
away with the idea that he has done no good. Their testimony was that the
Empress crowded them clear up on the north shore, that they saw her coming
down, first showing one light, then both, then red, then both and then green,
zig-zagging back and forth and making the complete change four or five times.
The pilot of the Alden was called. He was a Frenchman. He knew what he had seen
and he had no difficulty in expressing himself. His story was, to my view of the case,

HAIGHT.

EMPRESS OF IRELAND— STORSTAD COLLISION 539

SESSIONAL PAPER No. 21b

one of the most direct and definite that has come before the conrt. He said : When I
meet a vessel, I show her my port light and I expect her to do the same to me, but she
came down the river zig-zagging back and forth and I was afraid of a collision; I
ported my wheel, I was crowded up on the shore and I was afraid of a collision until
the vessels were about three-quarters of a mile or a mile apart when she finally assumed
and kept the port-to-port course and went by. The question was asked him : Why did
you not slow your ship down if you were so afraid of a collision ? The answer is quite
obvious. Here was a nine-knot vessel bound up the river against a strong tide. I
should say that the current as I recollect it, at that point is a current of four to five
knots. The best he could do was only four knots at that point? Surely there was no
occasion, when this vessel was a mile away from him, to reduce his speed on so slow a
boat. He changed his course, he could get in towards shore and he did, but, according
to his statement, the time had not come to stop or slow this vessel of his to clear the
Empress.

Why should the Empress turn and zig-zag back and forth on the St. Lawrence
when going down only three or four hours before this accident? Surely it was not
intentional ; surely the officers on the bridge were doing all they could to steer a straight
course. They were not executing any fancy steps and the best they could do was a
course so irregular and so swinging from side to side as to shut out entirely one light
and then the other. I do not think your Lordships will follow my learned friend when
he invites you to believe that these men had no recollection of the incident. It was an
incident which would naturally impress itself on the mind of a sailor and surely it was
emphasized next morning by the news of the fearful tragedy which. had taken place
four or five hours later. Naturally the pilot knew the Empress, naturally he told the
men who the Empress was and they would not be expected to forget the incident in the
light of subsequent events. I submit that, on the evidence from the A Wen, your Lordships
will believe that whatever her design was, whatever the percentage of her rudder, on
the night of this tragedy she was not steering well. Lapierre had no reason to be other-
wise than truthful. He had good reason to favour the Empress herself. He is a French-
man, he is a pilot on the St. Lawrence which conclusively proves that the ambition of
his calling leads him towards the C.P.R. boats. The C.P.R. pilots are the best men, they
are the best paid men and the Empress of Ireland was one of the boats of which the
Canadian people and the St. Lawrence people were pround. Lapierre, brought here into
the stand under subpoena, substantiates, and more than emphasises, the story told by
the witnesses from the Alden herself. If we consider that proposition, if it is proved
that for some reason unexplained the boat was steering badly four hours before the
accident, we will wish to find some direct evidence as to why she steered badly and as I
have said the best evidence is the condition of her steering gear. Fortunately, we have
in this case direct evidence grudgingly given which, to my mind, is absolutely conclu-
sive. I start with Murphy, the quartermaster of the Empress, the man who, when put
upon the stand says that she is one of the best steering vessels in the world, that she
always steers well. Yet, what is the real fact that he contributes to the case? He says:
Of course, sometimes, when you put the wheel over she won't come but all you have
to do then is to put the wheel back amidships then put her over a second time and she
will come. At page 662 he testifies : —

It might be that it does not catch, and what you have to do is to put your
wheel back amidships and give it the helm and it will catch right away.

I asked what he meant by '"sometimes" and he eventually said that sometimes
meant once and that that one occasion was two years ago. My learned friend suggested
yesterday that perhaps the cogs did not catch. I had supposed that after a discus-
sion of many days on the subject of the telemotor it had become obvious that
the steering gear system of the Empress was not one of cogs but that it was one

HAIGHT.

540 MARINE AND FISHERIES

5 GEORGE V., A. 1915

of hydraulic pressure — no wheels but a continuous line of fluid. You cannot explain
Murphy's testimony on any theory of cog wheels. If you have a continuous system
in your pipes when you turn your wheel it does catch. I think that the assessors will
reach the conclusion, and that your Lordships will also reach it even without your
assessors, that the only possible explanation as to why at times the Empress wheel had
to be put over, then back, then nver again, was because the continuity of the fluid in
the piping had been broken.

The next definite information we have comes from O'Donovan, the engineer in
charge of the steering gear. For eight months he was the man whose duty it was
to overhaul and inspect this gear. No one else has come before the Court who even
pretends to have had the slightest part in any investigation, or to have had the slightest
duty to investigate, the condition of the steering gear. He testifies at page 771 that
he did not even know where the pipes of the system were and that during the eight
months that he was entrusted with this vital part of the machinery he never inspected
it. He testifies also as to the inspection which he made on the day that the Empress
left Quebec on her voyage across. What was that inspection? He went into the
wheelhouse and tried the wheel. In the wheelhouse there was a gauge which showed
whether or not the fluid in the piping filled the entire system. After he had turned
his wheel over and had looked at is gauge, what did he do? He went below where
the pump is located from which glycerine may be pumped into the system from a
reserve tank and he pumped for ten minutes. He then went back on the bridge,
looked at his gauge and found that he had pumped in enough. What can such evi-
dence mean when we stop to consider it when the man whose duty it is to inspect, finds
upon inspection, that his gauge is empty and, from a turning of the wheel and a view
of the gauge, thinks that he must pump ten minutes in order to restore the system
to its proper pressure? Surely your Lordships will find that the engineer who does
such a thing knows that the fluid in the system has disappeared somewhere as the
evidence is perfectly conclusive that the system, if in working order, is watertight.
Loss of liquid can only be accounted for by a leak and this condition existed after the
vessel had been lying in Quebec for some days and if he had to pump for ten minutes.
He does not run down the line of pipe to find where the leak is, he does not test his
valves to see if they are leaking, he pumps for ten minutes and he lets it go at that.

There is no testimony in this case which indicates or suggests that on this vessel
there was a tank which automatically fed into that system. I quite agree with my
learned friend that in a modern system there is such a tank but if there was such a
tank on the Empress it must mean that the leaks had not only run the glycerine out
of the pipes themselves but that the additional supply in the tank, which is normally
situated in the pilot house with the gauge, had disappeared also.

Lord Mersey. — Can you refer me to the part of the evidence in which a tank was
mentioned.

Mr. Haight. — I think the only mention of a tank is at page 805 and that is in
O'Donovan's testimony.

Lord Mersey. — Will you read it to me?

Mr. Hatght. — It is question 541:

'Is it fresh water or water and glycerine that you pump into the cylinder ? —
A. Water and glycerine.

Q. That is you have a tank of the mixture somewhere? — A. Yes.'

Lord Mersey. — Who is examining?
Mr, Haight. — I am, sir.

'Q. And your pump connects with that tank? — A. Yes.'

HAIGHT.

EMPRESS OF IRELAND— STORSTAD COLLISION 541

SESSIONAL PAPER No. 21b

That is the only tank referred to and is the tank with which his pump was con-
nected and it therefore was located near the pump.

liORD' Mersey. — How is the tank filled?

Mr. Haight. — There is no evidence but such information as I have obtained on
the subject indicates that there is a supply tank down near the steering engine.

Lord Mersey. — You must not tell us things that are not in the evidence. You re-
ferred to a tank; my memory may not be as good as it ought to be and I had entirely
forgotten what tank it was that you referred to. That is why I asked you to give me
the reference.

Mr. Haight. — He was stating that he had gone down to pump her up. The ques-
tion was:

'That is you have a tank of the mixture somewhere? — A. Yes.'

The natural inference to be drawn is that the tank from which he pumped was
near the pump.

The other direct evidence in the case is that of Galway.

Chief Justice McLeod. — Will you give me the page of that ?

Mr. Haight.— I was not referring to a particular page but rather to the testimony
as a whole. His testimony begins at page 600 and runs through a considerable number
of pages. Your Lordships will, I am sure, realise that while I have conducted the case
as counsel for the Storstad, I have had none of the privileges that counsel usually enjoy
in the way of selecting the order in which witnesses shall be put upon the stand. Galway
was unquestionably called out of order. Had it been possible, in my judgment to pro-
perly present this case without calling him at all, I would gladly have done so and were
it possible now to argue this case without any reference to his testimony I would so
argue it. ! know that the impression which he made at the time was bad. I knew
when he was called that his testimony had in advance been discredited. I thoroughly
realised that it would be considered the testimony of a man who had come to me with
evidence to sell and who could be had at a price. But as your Lordships look back at
the incident is it not changed a little in perspective ? Does not that testimony assume a
little different colour? Boys of lowly birth —

Lord Mersey. — What?

Mr. Haight. — Boys of lowly birth have in times past done brave things and English
boys are among the number. He certainly had some courage. If he wanted to sell his
testimony at the start, when he went into the box at least he knew that no pieces of
silver were to follow it. He submitted himself to a cross-examination which would
have tested any man and he stood the ordeal fairly well. My learned friend commented
yesterday upon the fact that certainly Galway would have had no friendly feeling for
him and would have made no admissions willingly if it would help him. I think that
is quite true. His cross-examination was characterized by an unsparing use of the lash
— quite justified — I have no criticism to make because my learned friend felt at the
time, and your Lordships, I think, felt, that he was examining a deliberate perjurer.
But I submit once more that there may be a very serious question on that point. I do
not think he would have done what he did, knowing that there was to be no
compensation, if he had not, as he himself said, wanted to tell the truth. He had lost
his mate and as I see the case, he felt strongly as other people would, a moral
obligation to tell the truth. The Court will not overlook the fact that when he stood
on the stand it was not the first occasion upon which he had told the story. He had told
it in detail to counsel for the C.P.K., he had told it later in detail to Captain Walsh,
he had been told by counsel that he must remain in case they wanted his testimony
because they felt in honour bound not to let him go ; yet, after he was told that he must
stay by counsel, he was told to go.

HATGHT.

542 MARINE AND FISHERIES

5 GEORGE V., A. 1915

Your Lordships will remember also that another point of hie evidence which was
given for the first time has subsequently been corroborated. He said that the
Empress blew a signal of one whistle and that he thought the Empress was stopped.
A one whistle signal had never been mentioned by any witness from the Empress up
to that time but it has been frequently mentioned since. I do not presume to think
that my personal opinion will carry weight but for my part I felt, after Mr. New-
combe and Mr. Johnston had cross-examined the boy, and I had cross-examined the
boy, that he was telling the truth. If your Lordships, in searching for a reason, shall
find that there was a sheer —

Lord Mersey.' — You say Mr. Johnston cross-examined him?

Mr. Haight. — The testimony shows that Mr. Newcombe and Mr. Johnston came
to my room and saw Galway —

Lord Mersey. — I see what you mean.

Mr. Haight. — Before any decision was reached, questions were put to him. Per-
sonally I believed the boy to be telling the truth.

Lord Mersey. — You should not say that. It is contrary to all precedent for coun-
sel to state his personal convictions as to the truth of a witness.

Mr. Haight. — I withdraw the remark.

Lord Mersey. — You must leave that to us.

Mr. Haight. — I quite agree. -If his testimony is found to be true it supplies a
reason for this accident, it supplies the answer to the question why the Empress
changed her course.

My learned friend admitted that if the wheel jams, that if you put your wheel over
and it jams, and you cannot get it back, the vessel will sheer. She did sheer, it seems to
me, and if so that is the explanation not only of the sheer but of one other feature of
the case which has, I think, also perplexed the court. Why did Captain Kendall, with
a vessel, according to his story, a point on his starboard bow and two miles away, and
according to Jones' story, two or three points on her starboard bow, and three miles
away — why, under these circumstances, with the vessels green to green, and the lights
of this vessel still showing through the mist, did Captain Kendall resort to the extra-
ordinary manoeuvre of putting his engines full speed astern ?

Lord Mersey. — Have you left Galway?

Mr. Haight. — I have.

Lord Mersey. — There is one matter that I should like you to make an observation
upon. Galway, you remember, made a statement to somebody connected with the
press about the disaster to the Empress. In the witness box he told us that the most
important circumstance — he called it the main asset — was a sufficiency of steering
gear. He never mentioned that circumstance apparently to the reporter. How do you
account for that ?

Mr. Haight. — I had at the time and I still have that interview. I have never read
the whole of it, but I do not think it contained a reference to Galway's statement made
to counsel and to Captain Walsh. I have no doubt that any man on the Empress would
have had, immediately after the accident, some hesitation about stating broadcast
through the newspapers that he had himself been at the wheel and that the steering
gear had jammed. '

Lord Mersey. — At all events, that is your explanation ?

Mr. Haight. — I know of no other and I have no means of knowing how accurate
the report was nor do I really know exactly all he said but I think it is true that the
interview does contain no mention of the steering gear.

HAIGHT.

EMPRESS OF IRELAND— STORSTAD COLLISION 543

SESSIONAL PAPER No. 21b

Lord Mersey. — Now, I have interrupted you; you were talking about Captain
Kendall.

Mr. Haight,, — Yes, I was saying that if the steering gear of the Empress broke
down we have >an explanation of that which is otherwise one of the most surprising
manoeuvres ever testified to in open court. I think that the assessors will agree with
me and that your Lordships without your assessors will agree with me, that
no man who has seen water in larger quantities than are contained in a hand
basin would believe that an experienced navigator, with a vessel the lights of
which were still showing green to green, two miles, or three miles, or four miles away,
and anywhere from one to three points on his starboard bow, would put his engines
full speed astern and bring his great steamer to a dead standstill in two lengths. That
means, and Captain Kendall means that your Lordships shall believe, that the engines
were put from full speed ahead to full speed astern and that only by that extraordinary
moneeuvre could his ship be stopped. I think the assessors will find some difficulty
in accepting the proposition that it could so be stopped. But does the great passenger
boat ordinarily put her engines full speed astern when only one ship is on the face of
the waters and that vessel is four miles away, or two miles away when they are showing
green to green and on a course which means a clearance of from half a mile to two
miles and over?

My learned friend has invited your Lordships to find that parts of my story are
not true. I say that I defy my learned friend to find one man who knows anything
a'iout navigation who will believe that Captain Kendall put his engines full speed
astern when the lights of the Storstad could still be seen and when he knew they were
on a course that meant a clearance of from half a mile to two miles. It is perfectly
inconceivable that any man would risk the wrecking of his entire engine-room by
ordering such a manoeuvre.

Lord Mersey. — Will you refer me to the evidence of the engineer as to how that
order was carried out? Can you do that? What I mean, Mr! Haight, is this: I do
not remember that it is said that the order was carried out in any other way than a
proper manner — that is to say, gradually, not turning the engines suddenly from full
speed ahead to full speed astern.

Mr. Haight. — I will give your Lordship the reference in a moment. Your Lord-
ship will remember that the engineer in charge testified that the telegraph was rung
in one motion from full speed ahead to full speed astern. There was no stop order in
between.

Lord Mersey. — I know, but I had it in my head that while a sudden movement
might go a long way towards wrecking the engines it was not done in that way.

Mr. Haight. — Precisely what he said, if my recollection is correct, is that after
leaving Father Point where he got his order full speed ahead, he opened his throttle
gradually, and that up to the time of his full speed astern order, he had not yet got his
engines going full speed ahead, but that on this particular occasion when he was
ordered to put her full speed astern within three minutes he had his valve wide open
2nd his engines going full speed backwards.

Lord Mersey. — Will you give me that reference if you can ? If you cannot, leave
it to me to find it and I will find it afterwards.

Mr. Haight. — I cannot at the moment

Lord Mersey. — Never mind, I will look for it afterwards.

Mr. Haight. — If your Lordship will be convenienced at all by so doing I shall be
very glad to make an abstract of our evidence on these particular points.

Lord Mersey. — No, I shall not trouble you to do that. I shall look over this
evidence and I shall be able to find it, I have no doubt.

HAIGHT.

544 MARINE AND FISHERIES

5 GEORGE V., A. 1915

Mr. Aspiniall. — I have it here.

Lord Mersey. — What page is it?

Mr. Aspinall. — It is at page -489.

Mr. Haight. — It commences at page 489 and then runs to 490. What I was refer-
ring to appears on page 489 and it begins with question 347.

Lord Mersey. — If you have the evidence will you read it to us?

Mr. Haight.— Yes, my Lord.

' When you receive your order to put your engines full speed astern from
full speed ahead, do you shut your steam off, throw your reversing gear and
then gradually let the steam in, or do you change directly from full speed ahead
to full speed astern without shutting the steam off? — A. No.'

Lord Mersey. — That is the evidence I was thinking about.

Mr. Haight. — Yes.

' Q. That would not be advisable? — A. No.

' Q. How long would it take from the time you got your full speed astern
order before you got her really going full speed astern? — A. A matter of
seconds/

Q. As soon as you get your reversing gear over, do you give her full steam?
— A. Gradually.

Q. Have you any idea how many revolutions you got your engines going
full speed astern before you got her stopped? — A. No.

Q. She would not really be making seventy turns*? — A. That I could not say.

Q. In 19 minutes you did not get your throttle full open going ahead; did
you get it fully open going astern before you got your order to stop? — A. I beg
your pardon.

Q. Did you get your throttle open the full way after the reversing order
during the three minutes you were reversing before you got the order to stop? —

The stop valve full open going full speed astern.

Lord Mersey. — That is what I wanted.

Mr. Haight. — Then, at page 493, the next witness, Liddell, who was the engineer in
charge of the engines on the other side of the ship gives this testimony : —

' Q. Do you remember at any time getting any telegraph from the bridge as
to the movements of your engines? — A. Yes.

Q. What ones do you remember, shortly or briefly, shortly before the colli-
sion?— A. Yes.

Q. You might tell these to the court. — A. From full speed ahead to stop to
full speed astern on the same order.

Q. Three? — A. The telegraph stood full speed ahead and it was turned
around to stop and full speed astern.

Q .Was that order carried out? — A. Yes.'

Capt. Kendall evidently believed that his engines were put immediately full speed
astern because he testifies that he was stopped in two minutes, that he went to the side,
that he looked over, that he saw the water and that she was dead. That, according to
the evidence, could only be the result of an almost instantaneous change from full speed
ahead to full speed astern.

HAIGHT.

EMPRESS OF IRELAND— STORSTAD COLLISION 545

SESSIONAL PAPER No. 21b

Lord Mersey. — Get Capt. Kendall's evidence and read it to us if it is convenient.
(After a brief interval.) Never mind, Mr. Haight; I do not like to interrupt you. Go
on with your story.

Mr. Haight. — I submit, therefore, that there is an explanation to be found for this
surprising order if it is true that something had gone wrong with the steering gear.
If, as I think the evidence shows, the Empress, when the fog first shut in, blew one
whistle and we answered, and she blew one whistle again and we answered and then,
suddenly, something happened to the steering gear, there was every reason in the world
why these engines should be ordered full speed astern from full speed ahead and every
reason why it should be done at once. He was then in a critical position, he had changed
his course deliberately so as to bring us one point on the starboard bow. It is, as my
learned friend felicitously put it, very important to his case that this reversing order
should be given when the vessels were a long way apart. Capt. Kendall denies that he
ever blew one blast. If he did in the fog blow single blasts and these blasts were blown
for two minutes, during the time the two vessels were approaching each other, and that
distance between them was closing up and then, if something goes wrong with the steer-
ing gear, he must put his engines full speed astern and he must do it at once. He has no
time, as the ordinary navigator would do, to put his telegraph to " stop," to give the
engineers time to shut off their steam and then, after a reasonable interval, to order the
vessel full speed astern; he must,%hatever it may cost, put his engines from full speed
ahead to full speed astern and that is what he says he did. I cannot believe that there is
any rational explanation for the order which he admits he gave except an emergency and
certainly no emergency confronted him with a vessel from two to four miles away on
an apparently safe clearing course and her lights still visible. Your Lordship asked for
the evidence as to Capt. Kendall's manoeuvre in connection with the reversing of the
engines. That is found at page 151 : —

" Q. How far do you think your vessel ran "

That is after the reversing signal.

" A. About two ship's lengths.

Q. That is from the first signal of three whistles to the second signal of two
whistles?— A. Yes."

Your Lordship will remember that he says that he blew three, then three, then two,
then two, and he says that from the first signal of three to the second signal of two the
time elapsing was sufficient only for his vessel to go two ship's lengths ; that is from the
first signal of three to the second of two.

" Q. That is during the five minutes you were blowing the four signals you
think you only ran A. Two lengths.

Q. Only two lengths? — A. Yes.

Q. And during that entire time you think you maintained your heading? —
A. I did."

Now, I submit to your Lordships that there is a good deal of testimony to be derived
in the way of the substantiation of my theory that the steering gear broke down. The
orders that Captain Kendall gave, the things he did when the Empress first sighted
the Storstad coming out of the fog, seemed to indicate not ^hat an emergency was con-
fronting the cool, deliberate, efficient, British Master, but that the Master had for some
reason already lost his balance. The whole testimony as to what he did is feverish, it is
absolutely different from what you would expect to find with reference to a man who,,
in a crisis, must act with a cool head. The fact that he saw the Storstad coming out
from the fog was perhaps in itself enough to throw him completely off his balance but if,
two or three minutes before, he had found that his steering gear was jammed, that his

HAIGHT.

216— 35

546 MARINE AND FISHERIES

5 GEORGE V., A. 1915

vessel was sheering to port, and if he knew that that sheer would carry him across the
course of another vessel and expose his side to her at the particular instant when the
final emergency arose it is not surprising that we find Captain Kendall making frantic
efforts to get his gear clear and prepared for the final emergency. Let me repeat to
your Lordships what Kendall says he did. With a vessel 600 feet away, going at a speed
which throws a bow wave from it that he can see in spite of the dark, in spite of the fog,
and in spite of his elevation from the water, his first act when he sees the Storstad is
to order her to go astern. Surely, at 100 feet, with a speed of ten knots, that was a very
futile thing to do. She could not stop ; that was impossible. His next order was to send
his first officer to the lifeboats to get them ready. Why send the first officer from the
bridge to get the lifeboats ready? At his hand was the pull for the siren whistle which
was the signal not for the first officer but for every man on the ship to man the boats
and to every man on the ship to close the watertight doors.

Lord Mersey. — How soon after the Storstad was sighted and it was obvious that
there must be a collision was the siren pulled ?

Mr. Haight. — As I read the evidence it means that the siren was never blown until
the stewards had lighted the emergency lamps and called the passengers and had gone to
the deck when the vessel was listing so far that the port boats were practically out of
commission.

Lord Mersey. — Is it your suggestion that the siren was not pulled till afterwards ?

Mr. Haight. — Long after the collision as we measure time in such an awful emer-
gency. The second order was to send the chief officer to order the men to the boats
leaving the siren which would have sent every man to the boats and to the water-tight
doors unsounded. His third order was to ring the engines full speed ahead and put
the wheel hard a-port. Surely that order was worse than futile. He says that he gave
that order because he could see both lights of the Storstad. That means that she was
on her course heading for his bridge. If, as he says, his vessel was dead in the water and
if he had allowed her to remain dead in the water the collision would have taken place
at his bridge and not 120 feet aft in the vitals of the ship. Surely it is hard to under-
stand why the order of full speed ahead was given when lying still would have been
comparatively safe and putting the engines full speed astern might have brought him
aft enough to have caused the collision to occur in a less vulnerable place.

Lord Mersey. — Did you say lying still ?

Mr. Haight. — That is the story; lying dead in the water.

Lord Mersey. — What you say is that if he had been lying still he would have
been comparatively safe. If his story is true, lying still would not have prevented
the collision.

Mr. Haight. — I said comparatively safe, My Lord.

Lord Mersey. — I do not know what that means; I should not think that it would
have prevented the collision.

Mr. Haight. — By no means, but if you must have a collision, a collision forward
of the bridge is comparatively safe as compared with a collision at the boiler space. If
his story be true that he had been dead in the water for five minutes and that he saw
us coming out showing him both lights, it means that the vessel was headed straight
for him and that she would have hit him at the bridge.

Lord Mersey. — I understand that you are mentioning these matters only to show
that Captain Kendall lost his head.
Mr. Haight.— I am, My Lord.

Lord Mersey. — If his evidence be true, this ship, the Storstad, suddenly appeared
within 100 feet of him in such a position that a collision was inevitable. Even though
that may show that under these circumstances he lost his head, it does not go to' the

HAIGHT.

EMPRESS OF IRELAND— STOR ST AD COLLISION 547

SESSIONAL PAPER No. 21b

point of the case as to who was responsible for the position in which the two ships
found themselves at the moment when it became apparent that a collision was
inevitable.

Mr. Haight. — That is quite true, my Lord. Captain Kendall has appeared to me
to be a man who, under ordinary circumstances, would be equal to an emergency — cool
and efficient. But it seemed to me a reasonable excuse to make for the orders which
he gave to say that something had happened before and that when the final emergency
occurred he was making a frantic effort to get his steering gear clear; that he there-
fore was unprepared and that the chaotic condition of his orders was the result. I
may be putting too much emphasis on this.

Lord Mersey. — I want to appreciate what you say. Will you tell me what were
the frantic efforts in which you suggest that he was engaged in order to get the defective
steering gear to go the proper way.

Mr. Haight. — My suggestion would be —

Lord Mersey. — Who would be the men who would be employed in carrying out
Chat effort?

Mr. Haight. — My suggestion would be that there would be one or two men at the
wheel trying to do what Murphy said that at times he cotuld do : bring the wheel back
to amidships and try it again and see if it would not go.

Lord Mersey. — Who would these one or two men be?

Mr. Haight. — Of course, I am theorizing, purely.

Lord Mersey. — Would they be any of the persons who have been in the witness
box?

Mr. Haight. — The officer on the bridge, as I understand it, lost his life. One of
them, Mr. Jones, was on the witness stand, as was Captain Kendall.

Lord Mersey. — Was it suggested to Jones that he was making efforts to put the
steering gear in order?

Mr. Haight. — No, my Lord. I do not remember when Mr. Jones was called, but
I think it was before any of the steering gear testimony had been in.

Lord Mersey. — Before the steering gear testimony had been given; I think you
are right there. But it was not before he had become aware of the fact, if it be a fact,
that that steering gear had been unsatisfactory.

Mr. Haight. — When Captain Anderson was on the stand and was asked by your
Lordship if he could explain why the Empress sheered, and said he could not — he had
thought it over and he could reach no solution — he expressed not only his own state of
mind but mine as well. I did not then know how even to attempt to explain the
Empress' change of course.

Lord Mersey. — I understand your suggestion to be that Captain Kendall may have
been distracted and that his attention may have been taken away by efforts to put in
order the defective steering gear.

Mr. Haight. — I do not wish to lay too much emphasis on that proceeding, but it
did seem to me to be a possible reason for a condition in respect of the orders which
otherwise is very difficult for me to explain.

There is, my Lords, another way of approaching this case, and, I will admit, the
more usual way. That would be to take the story as actually told by both sides, resort
to no theorizing; test each story by the facts which are known, and, having so tested
each story, decide which is the more likely to be true, and then discredit the other
without any explanation as to why the other vessel changed. That is a method of
decision which is often resorted to. But we have here not a legal proceeding but an
official investigation, and I have no doubt that your Lordships share the anxiety of

HAIGHT.

21fc— 35^

548 MARINE AXD FISHERIES

5 GEORGE V., A. 1915

the world at large to find some reason for this occurrence and that you will be glad to
report, if you can do so, not only that one vessel changed her course, but why she did
so, endeavouring to arrive at some explanation other than that it was an act of absolute
madness.

Now, let me take up the testimony briefly on the two stories and see how the facts
which are testified to by the witnesses on each side fit in with the facts which we
know to be true. My learned friend yesterday, in referring to the statement which
was read from his side of the case, expressed a certain amount of admiration, and, as
I understood him, a certain amount of surprise, that his witnesses had really testified
in accordance with that written statement. He felicitated his side of the case because
he had substantially everything that had been said in the statement as presented.
Your Lordships will remember that my statement was made in open court and quite
without preparation. I had no chance carefully to weigh my words. I had seen the
other statement for about sixty seconds. I stated then merely the story that my wit-
nesses had been telling me during the two days preceding. I did not have time nor
opportunity to weigh my story as against his. I told it fully, and it contained with
other information a definite statement that we ported our wheel and that we
hard a-ported our wheel, and I explained why both of these manoeuvres took place.
We never sought to conceal the fact that our wheel had been put hard a-port; we
never thought that there was any reason why we should conceal that fact, nor do I
see any reason now. Our deck testimony absolutely holds together: the lookout, the
quartermaster, the first officer, the third officer and the Captain. In so far as the
various witnesses that I called saw the facts, those facts as they state them absolutely
fit together.

It is suggested that it was very important to Captain Andersen's story that he
should have looked at the compass and that he should have looked over the side to
eee if the ship were moving; that it was very important to our side of the case that
each of the witnesses should have testified as he did testify. It was important to our
case, unquestionably. It is always important to your case that your facts should be
fully and truthfully stated. But my friends single out some one for a great compli-
ment, if it is suggested that the story told by the witnesses from my deck is a pure
piece of fabrication. The man who could conceive the story as they told it would be
equal to the genius who plays seven games of chess without looking at any board. The
man who could have conceived the story first and so drilled and instructed the men,
some of whom cannot talk the English language, that they would be able to stick to
that story without lapse or contradiction, would have had a crew composed of men
of a mental calibre which is very hard to find; I think they would have been the
peers of the chess man. These men told a consistent and perfectly straight story; I
shall not repeat it now. Our courses were known; our courses were given. First we
are off Metis Point ; then there is a change of a quarter of a point ; then a course west
by south. The man on our bridge and our lookout saw the Empress; saw the lights
at Father Point. There was no doubt in the minds of our witnesses as to what lights
the Empress showed. They saw first the mast-head lights, then the green light and
then the red light, and our testimony is absolutely homogeneous on the proposition
that the Empress had changed her course, as in law I submit she was required to do,
by porting her wheel and to go under our stern. We saw her red light when the
fog shut her out, and we navigated with absolute reference to the course which she
then had, in absolute reliance upon the assumption that that course would not be
changed, and in full realization of the fact that our course must not be changed. The
merest novice knows that rule.

My friend thinks it is surprising that my quarter-master looked at the compass;
that my third officer, who was pulling the whistle and who stood next the compass,
looked at it, and that the Captain, when he came on the bridge, looked at it. In my
judgment it would be indeed surprising, if, knowing that a vessel was ahead; knowing

HAIGHT.

EMPRESS OF IRELAND— Sl^ORST AD COLLISION 549

SESSIONAL PAPER No. 21b

her course and knowing our own course, those witnesses had shut up their compass,
put out the binnacle light and said : What is the use of looking at the compass ? We
are all right; let us go ahead.

Now, much has been said about our porting order ; we are said to have caused this
collision solely by that porting order. Unless all our men are deliberately per-
juring themselves as to the compass, the porting order has absolutely no significance.
I submit to your Lordships that the explanation of that porting order, given frankly
at the start — an order which was never sought to be concealed — is the true explanation
The third officer, when he was asked: why did you get the order to port? said: I do
not know; I was not in command; I was not told. Your Lordship said: well, why
did you think that you got the order? He said: I thought that the current was the
reason. Toftenes says that these whistles were coming close and he was anxious that
his vessel should keep her course. It was not vital that she should keep her course; had
we collided with them steering anything but west by south we would have been at fault;
if our engines had been stopped long enough oar control might have run off, and there
was a current. There was -a question yesterday with regard to the testimony as to
whether there is a current. It is the testimony of Captain Kendall upon which I rely
in this respect, in which he says at page 152 : ' it runs about one and a half to two
knots per hour.' There are many other references on the subject, if the Court wishes
them, but the Government chart shows a current. Captain Kendall admits a current
and it seems to me quite futile to call Wotherspoon to show that Captain Kendall is
wrong, that the charts are wrong and that our witnesses are all wrong; that, as a
matter of fact, there was no current and that the Government surveyors were in error
when they were plotting the charts and making- their observations.

Much criticism has been made regarding our scrap log. Let me take first our
scrap deck log. It was brought out that Toftenes did not, when he first saw the fog
along the shore four miles away, go into his chart-room and write down: 1.47, 1
have just seen some fog four miles on the port side. He is criticised for not having
entered at the time the fact that the fog shut the Empress out from view, and the
doubting finger is pointed at him because after the collision he made those two entries.
They do not suggest, my Lords, that the entries are false. Nobody denies that at that
time there was fog along the shore; nobody denies that at that time fog shut out the
Empress, but the man is discredited, forsooth, because he did not make the entries
when the events occurred. My friends apparently would suggest that when the fog
shut the Empress out from sight, in order to do his full duty Toftenes should have
gone into the chart-room, turned on the light and made an entry in his scrap log:
a large passenger steamer one point on my port bow, a mile and a half away, showing
me her red light, has just been shut out from view by the fog. I submit that the man
who is navigating a ship has other duties to perform under such circumstances. Your
Lordships, I think, will receive some help in disposing of this criticism, when you
read the log prepared by the officers of the Empress and when you note that although,
according to their testimony, some hours before the accident they had encountered a
fog twice on the way down the river, and although they had slowed their engines on
both occasions, yet the log is absolutely silent on both these facts. Surely the criticism
directed at the scrap log of the Storstad comes with poor taste from men who did not
even enter in their own log the fact that they had encountered fog severe enough to
cause them to slow down their ship.

Criticism is aimed at our engine room log. That testimony was given very
frankly. We got a bell at three o'clock to slow; we answered it and we logged it. At
3.02 a bell was rung to stop; we answered it and we logged it. After the vessel had
been stopped for some moments other bells were rung; they came in quicker succes-
sion and the engineer in charge, instead of leaving his throttle to walk to the desk,
stood by and answered his signals. He considered it more important to execute his

HAIGHT.

550 MARINE AND FISHERIES

5 GEORGE V., A. 1915

orders at once than to keep a record of what he got and delay the execution of the
orders in order that he might make the record.

Lord Mersey. — Was the chief engineer there at that time?

Mr. Haight. — He was in his bed, my Lord, but as I saw him on the stand he
might as well have stayed in his bed all the time.

Lord Mersey. — Does that mean that you do not care about him, or what does it
mean ?

Mr. Haight. — It was an inadvertent expression of my contempt for the man who
went to the lifeboats instead of going below to be on the scene of action with his
assistant engineer; perhaps I should not have allowed myself

Lord Mersey. — Do you mean that he came up on the deck instead of going to
liis engine room?

Mr. Haight. — I do, my Lord. The engineer who was in charge of these engines
stood before your Lordships a pitiable exhibition of absolute terror. Your Lordship
may remember it; drops of cold perspiration formed on his forehead, ran down his
face and dropped from his chin. He stood there for 15 minutes, the most pitiable
exhibition of terror that I ever saw.

Lord Mersey. — My eyesight is getting bad.

Mr. Haight. — That man realized at the time that he had been through a tragedy
and, surrounded by the dignity of the occasion, he was frightened. He could have
told nothing, I submit, but the truth, and I think your Lordships will find that he
did tell the truth. His story is perfectly frank: "I did not have time to record the
bells after 3.02, but after I went off the watch, hours after the accident, after a thou-
sand lives had been lost, I did what I could to record the bells." I know of no
practice that is more exasperating to counsel than this attempt hours after an event
to put down definite times as to when events happen, or what they are. I will defy
any man to go into an engine room and in an emergency hear 30 or 40 orders given
and then go back and write them down in sequence with the time that elapses.
This man says, quite truthfully, I think : I do not know what bells came after 3.02, I
got them, I answered them; I remember full speed astern; I do not know what it
was; I put it down 3.05, That is the best I could do. *The chief engineer some hours
later undertakes also some salvage work on the log, and he puts in some more bells.
But the court can find only one thing; two bells were logged; the others were not
logged. That fact is admitted. There is no basis for the statement that the move-
ment of the Storstad is a surprise to anybody. We never denied that the Storstad
was moving. Captain Andersen drew diagrams showing the positions of both steamers
when he first saw the Empress and the movement of both vessels as they came together,
and he gave as his judgment, as well as he could form it, a movement of about a length
and a half for the Empress, while his boat was going forward perhaps a third of a length.
He gave them more speed than he gave himself, but he gave himself some headway,
and nobody denies that we had headway. We never could have received or done the
damage which we did if we had been dead in the water, because having sighted her
on our port bow, she would, as iny learned friend very accurately observed, have
crossed our bow clear.

Lord Mersey. — Did not some of your witnesses suggest that you had come to a
dead stop?

Mr. Haight. — I do not think that any of the witnesses said that our boat had no
headway through the water.

Lord Mersey. — Some of them certainly said that the ship had headway through
the water, but my recollection is — although I may be wrong — that some of them also
said that the ship had no headway at all.

HAIGHT.

EMPRESS OF IRELAND— STORSTAD COLLISION 551

SESSIONAL PAPER No. 21b

Mr. Haight.— I think not, my Lord. I think Toftenes says that she had but little
headway; everybody else says that she had some headway, including the captain, and
manifestly she did have some headway.

Chief Justice McLeod. — The order was given: slow ahead?

Mr. Haight. — Precisely, she had lost steerage way; that is the point to which
every witness testified.

Lord Mersey. — But when was the order given: full speed ahead?

Mr. Haight. — Never, my Lord, until the boats came in contact.

Lord Mersey. — What order was given immediately before that?

Mr. Haight. — Full speed astern, my Lord.

Lord Mersey. — And immediately before that?

Mr. Haight.^SIow ahead.

Lord Mersey. — Is there any reason to suppose that the order of slow ahead had
any effect upon the headway of the ship?

Mr. Haight. — I suppose it had some eifect. - Probably *the engines were running
20 or 30 seconds slow ahead, but it would have an almost inappreciable effect. I
suppose that every revolution has some effect theoretically.

Now, all these criticisms which are aimed at our side of the case are absolutely
unimportant — log entries, wheel, everything — if your Lordships find that at the time
the Empress came out of the fog we were heading west by south. That was the
course upon which we entered the fog; that was the course not only that we were
entitled to take, but that we were required to keep, and we had a right to keep steerage
way. It was not our duty to allow the vessel to run down so slow that she would
become absolutely unmanageable and might sheer in the current.

Now, our story is checked and substantiated by a great many physical facts, which,
I think, cannot be contradicted. First, as to the fact that one whistle was blown by the
Empress as she came into the fog; we say she did blow one whistle; she fcays she did
not. Now, what is the condition of the record? I will hand up subsequently or give
to your Lordships now — it would take a little time — the references to our witnesses and
to the evidence of passengers.

Lord Mersey — I think you had better give them to us.

Mr. Haight. — From the Storstad, Toftenes says, pages 207 and 208, that the
Empress blew the long fog signal; she was blowing fog signals; also at pages 234 and
235. Saxe says : the Empress blew a long single blast, the usual interval of fog whistles ;
pages 931, 932, 934 and 968. Fremmerlid, the Storstad's lookout, says that the
Empress blew one blast; page 1007 and 1008. Belanger, the Captain of the Eureka,
who, your Lordships will remember, was called as a witness before the Coroner, heard
the whistles; his testimony is on pages 1314, 1325, 1326, 1362 and 1363. Powell, the
assistant steward from the Empress, says that he heard the Empress blow a fog whistle
once, page 1406. Kadley, the boatswain's mate, says that the Empress blaw one blast;
pages 1414 and 1418. Miss Townshend, who was referred to by my learned friend yes-
terday as a young lady who evidently knew what she saw and what she heard, and who
kept her head, testifies that she was awakened by the Empress blowing, and that after
she had been awakend by the Empress' fog whistle, she heard two signals of three
whistles. Everything that she heard before the first signal of three whistles must have
been some different signal, and she could not have confused what she heard with a three
whistle signal, because she heard that twice. This evidence is at pages 1661 and 1663.
McOnie, the junior engineer, testified at pages 1667, 1668 and 1671, that he heard whistles
and that he took them for fog whistles. Galway, the first witness to testify on this point,
says that he heard a long blast from the Empress; page 618. When your Lordships

HAIGHT.

552 MARINE AND FISHERIES

5 GEORGE V., A. 1915

come to read the evidence, you will find that a number of the witnesses whom I called
were unwilling' witnesses, and that their testimony was only obtained by reading to them
statements which they had previously made to counsel for the Canadian Pacific and
forcing them to say whether or not the statements as so made were true. I submit,
therefore, that our story is proved ; that the Empress did not put her engines full speed
astern the minute that the fog began to make our lights look misty, but that she blew
a running whistle as she entered the fog, as any reasonable ship would do. The whistle,
I think the Court will find, was not only blown, but repeated, and the first signal of three
whistles came several minutes after the fog had shut both vessels out from view.

Chief Justice McLeod. — You contend that it was right for her to blow a running
whistle when she entered the fog?

Mr. Haight. — Unquestionably, my Lord; she certainly entered that fog, according
to Captain Kendall, at a speed of 16 or 17 knots. If he had immediately slowed her
engines, as a prudent man would do, and signalled to indicate' that he was moving
through the water, the one whistle would be correct. I have no doubt that he blew it;
his own men from his own ship heard it; we heard it and we twice answered it.

Lord Mersey. — What is the interval supposed to have been between the one blast
and the first three short blasts?

Mr. Haight. — I think there is no exact testimony, my Lord, as to the interval.

Lord Mersey. — I do not think you dealt with the suggestion of Captain Kendall
that he blew his three short blasts because he was slowing down.

Mr. Haight. — He says that he blew his three short blasts the minute he ordered
his engines full speed astern.

Lord Mersey.— And he was ordering his engines full speed astern because he
wanted to slow dowi*. ?

Mr. Haight. — Apparently because he wanted to stop dead. For some reason he
says not that he wanted to take the headway off his ship, but that he wanted to stop
his ship — a thing which is certainly not usual. I submit that our story is substan-
tiated that we heard one whistle and heard it twice, and I think also that our story
as to the angle of contact is substantiated.

Chief Justice McLeod. — You consider the angle of contact to be very material?

Mr. Haight. — It is very material, it seems to me, whether it is 40 degrees or 7
points; it makes a difference of over three points in the extent to which one vessel
or the other swung.

Lord Mersey. — You mean by that four points or seven points?

Mr. Haight. — Forty degrees would be about three and a half points. They say
that the vessels came together at an angle of 7 points; I say that the angle was 40
degrees, which is three and a half points. The witnesses called by the Storstad, the
master, the chief officer and the third officer, were all asked to draw diagrams. They
then had no more idea than your Lordship had as to what conclusion Mr. Reid would
eventually reach from his accurate observation with regard to the angle of contact.
And yet, if you will take their exhibits you will find that there is an insignificant dif-
ference between the pictures as they drew them at the time and the conclusion which
Mr. Reid subsequently reached as to what the angle of contact really was.

I think that our story is also absolutely substantiated on the point of the Empress'
movement through the water.

Lord Mersey. — Before you leave the question of the angle of contact will you
tell us what the significance of the difference between the two stories is?

HAIGHT.

EMPRESS OF IRELAND— STORSTAD COLLISION 553

SESSIONAL PAPER No. 21b

Mr. Haight. — The significance, as I see it, is that if we, according to. their story,
strike them at an angle of seven points, it means that our course has been changed
nearly seven points from our west by south. If they made the change which brought
the vessels together at a seven point angle it means a sheer by the Empress about
twice as great as the sheer which we say she took to bring herself across our bow at
an angle of 40 degrees. If we are heading west by south and the angle of contact is
40 degrees, then the heading of the Empress is north

Lord Mersey. — Will you help us by taking the two little models and illustrating
what you are saying.

Mr. Haight. — (Using models). That, my Lord, is supposed to be the Storstad.

Lord Mersey. — Will you first of all show me the angle at which thei Storstad
struck the Empress, according to the Empress' case?

Mr. Haight. — Seven points, my Lord, (indicating by using models.)

Lord Mersey. — Now, show me the angle according to your point of view.

Mr. Haight. — (Indicating.) This, my Lord.

Lord Mersey. — Just tell me what is the significance of that difference.

Mr. Haight. — I take the Storstad theoretically heading west by south. If the
Storstad, heading west by south, collides with the Empress at an angle of 40 degrees,
that means that the heading of the Empress at the moment of contact is north 39
degrees east, and she lies to-day pointing north 45 degrees east.

Lord Mersey. — That is the diver's evidence, is it? .

Mr. Haight. — Yes, my Lord. Of course, nobody can pretend to be exact to a minute
or a degree in fixing the angle of this contract, but if it is true that 40 degrees is the
exact angle, the Empress should have headed north 39 east.

I submit to your Lordships that our testimony is absolutely substantiated, as I
said, that the Empress had headway through the water. Captain Kendall insists that
by accurate observation of the water he knows that he was still ; that he had been dead
in the water, absolutely inert, for five or six minutes. But what is the testimony from
his own ship on that point? It will take a considerable length of time to give your
Lordships the references, but

Lord Mersey. — I think you had better give them; never mind the time.

Mr. Haight.— The testimony of Toftenes, pages 215, 218, 219, 253. Captain
Andersen, 287, 290, 291, 292. Saxe, third officer, pages 946, 970. Those witnesses all
say that the Empress was moving and moving at a good speed.

Lord Mersey. — What point do these extracts from the evidence bear upon ?

Mr. Haight. — That the Empress had a definite and positive motion through the
water at the time of contact, contrary to Captain Kendall's absolutely positive state-
ment. Fremmerlid, the Stordstad's lookout, the man who said that the Empress was
moving 'nearer quick'; pages 1002 and 1008. Johannesen, the man at the wheel;
page 1030. As to the testimony from the Empress' own witnesses, I would refer the
court to Williams, the chief second-class steward, page 684, 686, 687. He says that he
jumped up at the shock ; he looked out through the port and he saw the Storstad slid-
ing slowly past the port.

Chief Justice McLeod. — Does he say that the Empress was moving?

Mr. Haight. — He does not, my Lord. My point is that when the vessels changed-
their positions relatively, one or the other or both must have moved.

Lord Mersey. — There you have the court with you.

Mr. Haight. — Then, if, according to Captain Kendall's statement, he being dead in
the water, we strike him at right angles, no power known to mechanics can swing our
vessel parallel to his and our bow ten or eleven points around, and the boats could not

HAIGHT.

554 MARINE AND FISHERIES

5 GEORGE V., A. 1915

separate by the Empress disappearing in the fog and leaving us astern. Then there is
Ferguson, one of the Marconi men, whose evidence on the point may be found on page
692, 702 and 703.- He saw the lights of the Storstad passing astern.

Lord Mersey. — Was that after the collision ?

Mr. Haight. — Yes, my Lord. You remember that the Marconi men said

Lord Mersey. — Oh, yes, I remember, but you say that was after the collision ?

Mr. Haight. — Yes, my Lord.

Lord Mersey. — And he saw the Storstad passing away towards the stern of the
Empress. I do not see at present how that is evidence that before the collision the
Empress was moving ahead.

Mr. Haight. — It seems to me to be definite evidence that after the collision the
Empress was moving ahead.

Lord Mersey. — Is it evidence that she was moving ahead, or is it evidence that the
Storstad was moving towards Empress's stern?

Mr. Haight. — If I am correct in my judgment as to the moving bodies, if we collide,
as Kendall says, at an angle of seven points and he is dead in the water, there is no way
in which the Empress can swing around and leave us astern ; he would not leave us at
all.

Lord Mersey. — Is it clear that the Empress did swing round? The Storstad,
according to Captain Kendall, backed out.

Mr. Haight. — According to Captain Kendall, my Lord, the vessels did swing so
that they came approximately parallel.

Lord Mersey. — I am only asking you whether Ferguson's evidence necessarily
means that the Empress was moving forward. Just read it again.

Mr. Haight. — He says at page 702, question 2013: —

' Q. How much of a jar was there? — A. Practically nothing.

' Q. And when you got the starboard side, you then saw the Storstad going
astern? — A. Yes, that is right.

Q. How far had she got on your starboard side abreast of your room or
aft? — A. She must have been abreast, because I did not look close to the
window. I saw her just as she came by the window.'

The collision had been some distance forward of the wireless room.

Lord Mersey. — That is to say that after the collision the Storstad was making
for the stern of the Empress ?

Mr. Haight. — He saw her passing his window.

Lord Mersey. — I am at present at a loss to understand why that is evidence that
the Empress was moving ahead.

Mr. Haight.— Of course, if at the time of the collision' the Empress did have
headway, then the Empre\ss would have continued on.

Lord Mersey. — But if she had not headway and the Storstad was making for the
stern of the Empress the same thing would have happened to Ferguson; he would
have seen the Storstad moving past him.

Mr. Haight. — But I submit my Lord — the assessors will know better than I

Lord Mersey. — I thought he said in terms: she was moving past us.

Mr. Haight. — Past the window.

Lord Mersey. — That seems to me to mean that it was the Storstad which was
moving.

HAIGHT.

EMPRESS OF IRELAND— STORSTAD COLLISION 555

SESSIONAL PAPER No. 21b

Mr. Haight. — (Heading) :

1 She must have been abreast, because I did not look close to the window.
I saw her just as she came by the window.' .

Now, my view had been — your Lordship and the assessors will correct me if I am
wrong — that a vessel colliding with the Empress at seven points could not possibly
go sidewise or any other wise back towards the stern of the ship by her own engines,
and that if everybody on the Empress after the collision sees either the Empress
going ahead or the Storstad broadside going astern, or swinging round and going
astern, you must find motion on one boat or the other, and the Storstad cannot go
broadside down along the starboard side of the Empress to her stern

Lord Mersey. — She did go round her stern?

Mr. Haight. — Captain Kendall so states.

Lord Mersey. — There is no doubt about that, is there?

Mr. Haight. — If I am right, there is, therefore, no doubt that the movement
which caused that phenomenon was the movement of the Empress.

Chief Justice McLeod. — Your contention is that the Empress moved and carried
the stem of the Storstad ahead?
Mr. Haight. — Yes.

Lord Mersey. — Now, you were giving us the evidence from the Empress?
Mr. Haight. — Bamford, another Marconi man, pages 705, 706, 707 and 708.
Lord Mersey. — What is the effect of his evidence?

Mr. Haight. — He says that he saw the Storstad' s lights drifting aft; it is to the
same effect as to the relative way in which the boats separated.

Lord Mersey. — Your contention is that whenever they use the expression : ' drift-
ing aft ' or ' passing aft/ it really means that the Empress was moving forward ?

Mr. Haight. — Yes, my Lord. In view of the fact that the vessels came in contact
at that angle and that they subsequently swung around, as Captain Kendall says, to this
angle, (indicating) then separating with the headings almost parallel, it should be
observed that these movements are, under the rules of physics, absolutely impossible
on the theory that the Empress was dead in the water and that we were reversing our
engines. Instead of swinging parallel with her and drifting astern, we would have
backed straight out, as Kendall originally contended, and our bow would have gradually
swung under the reversing engines to starboard.

Lord Mersey. — Now, is there any other evidence?

Mr. Haight. — Burns, the assistant storekeeper on the Empress; pages 1658, 1659
and 1660. He says that the Storstad moved round broadside with the Empress, that she
swung towards the Empress' stern and the vessels became more or less parallel. Four-
nier, one of the Empress' trimmers, says that he saw the lights of the Storstad drifting
towards the Empress' stern; pages 1277 and 1278. I should also mention the evidence
of Reinertz, the second officer of the Storstad, pages 1116, 1117, 1118 and 1134. He says
that after the contact the lights of the Empress went over to his starboard bow. Aagen-
sen, one of the sailors on the Storstad, says that he saw the lights of the Empress for-
ward, and that they disappeared to starboard; pages 1143 and 1144. Jansen, also a
sailor; pages 1144 and 1145. Reid, my naval architect, also says that from his observa-
tion of the wound he believes that the Empress was moving; pages 1762, 1776, 1804.
The last witness is Larsen, also one of the Storstad men, page 1147. He says that he
saw the Empress after the collision disappear to starboard. I submit, therefore, that
the evidence given by our side that the Empress had headway is substantiated by these
witnesses.

HAIGHT.

556 MARINE AND FISHERIES

5 GEORGE V., A. 1915

I come now to what I believe to be the principal physical fact which proves our
story to be true and disproves theirs completely. We say that we were heading west by
south. We say that the angle of collision was approximately 40 degrees. As I have
stated, if these two statements are correct, the Empress at collision was headed north 39
east. I may explain that west by south is, of course, the same as east by north.

Lord Mersey. — Just tell me that again. You say that the Storstad was heading
west by south?

Mr. Haight. — West by south.

Lord Mersey. — And you say that she struck you at an angle of 40 degrees?

Mr. Haight. — Forty degrees.

Lord Mersey. — And you say that if this be true, the Empress must have been head-
ing north by 39 east?

Mr. Haight. — North 39 east.

Chief Justice McLeod. — That is on the basis that she struck you at an angle of 40
degrees ?

Mr. Haight. — Yes, my Lord. West by south is, as I have said, equivalent to. east
by north. That is, if our head is pointing west by south, our stern is pointing east
by north; that is 111 degrees from due east towards the north, or one point. Add to
your 11 degrees 40 more, and you have 51 degrees ; 51 from 90 leaves 39.

Your questions have shown that your Lordships were impressed by the fearful
rapidity with which this vessel sank. There was not a steward or a passenger, however
fast he moved, or however little clothes he may have put on, who succeeded in getting to
the deck until the list was so serious that the port boats were absolutely unmanageable.
Some of the passengers who got up and started for the deck almost immediately had to
crawl on hands and knees up the stairs and companion ways. Now, what does that
prove? It proves what Captain Kendall admits to be the fact; that the vessel sank
practically where we hit her. She moved off a few lengths in the fog, but she was car-
eening to starboard immediately and she could have done very little but fill and sink.
Now, when she disappeared Captain Anderson says she was heading off shore. He gave
that testimony before anybody knew how the wreck lay; before there was a word of
evidence as to what the divers would disclose. Captain Kendall had already said that
the last of her heading when she went below the water was southeast, definitely and
positively.

Chief Justice McLeod. — Who said that?

Mr. Haight. — Captain Kendall.

Chief Justice McLeod. — That she was heading southeast^

Mr. Haight. — Lie said that his vessel was swung by the blow until she was heading
from north 73 east to southeast.

Lord Mersey. — Will you refer to the page, please?

Mr. Haight. — Captain Kendall, pages 85 and 87; Captain Andersen, page 299.
Captain Andersen said that when she sank she was heading out from land, and if she
was heading southeast, as Captain Kendall said, she would be heading almost directly
for the land. Now, how are we going to explain, on Captain Kendall's story, the fact
that the Empress is found by the divers lying on the bottom on her starboard side, and
heading not on the course he says, but at right angles to it?

Chief Justice McLeod. — Not on the course that Captain Kendall says?

Mr. Haight. — Not on the course that he says of southeast, but on a right angle
course of northeast, on a course which is within five or six degrees of the course upon
which we say we struck him. The buoys placed on the Empress are northeast and
southwest. Wotherspoon, when asked by my learned friend as to whether there were

HAIGHT.

EMPRESS OF IRELAND— STORSTAD COLLISION 557

SESSIONAL PAPER No. 21b

■currents which might affect this vessel from the time she disappeared from the sur-
face until she reached the bottom, said that there were currents; he had been there.
His testimony is absolutely contrary to the chart, and, better still, is entirely contra-
dicted by the testimony which we have received from the divers from the Essex.
There are no whirlpool eddies at the place where this vessel sank. The tide runs fair,
but it never runs at a speed which causes a diver any difficulty in going down. The
testimony that came in this morning from the chief gunner of the Essex is that on
June 19, his diving work was carried on between 11 a.m. and 4 p.m., a period of five
hours. On the 19th, high water was 11.14 a.m. and low water 5.13 p.m. In other
words, his divers were going up and down from the beginning to the end of the entire
ebb movement, which, added to the natural current of the river, gives you absolutely
the maximum current that you can get. But no diver experienced any difficulty, appar-
ently, in doing that work. Wotherspoon admits that no attention was paid to the
state of the tide ; they went down when they wanted to go, and if there were whirlpool
conditions which affected this great ship 540 feet long and of 18,000 tons displacement
and whirled her round 8 points from the time she disappeared from the surface until
she reached the bottom, nothing but the force of Niagara Falls would accomplish it.

Lord Mersey. — That paper has not been in evidence, has it?

Mr. Haight: — Mr. Newcombe has the original; I supposed that it was to be sub-
mitted.

Lord Mersey. — It had better be put in and marked. (Paper from gunner of
Essex re diving operations, filed and marked as Exhibit H-l).

Mr. Hajght. — I come now to Captain Kendall's story. If I am correct in stating
that the physical facts substantiate my story, then it should also be true that the physical
facts contradict his story. I submit that that is true. Our courses were taken accur-
ately. Our distance off shore was approximated and when we left Metis Point abeam
we knew that it was abeam; but we estimated that it was four miles. It is not surpris-
ing if that estimate was somewhat out; we could with perfect safety have gone within
two miles or one mile; it made no difference. The courses given by Captain Kendall
must be accurate. His distances must be correct ; his times were noted with the utmost
precision. He remembers it all; he never failed to look and he never forgot. I did
not want to inflict an additional chart of my own upon the court, but I thought it
would be helpful to have Captain Kendall's chart photographed so that it would show
a larger scale, and have his diagram transposed.

Chief Justice McLeod. — Is that what we have here?

Mr. Haight. — That blue print is the diagram drawn by Captain Kendall, taken
from Chart ' C/ showing the known course of the Empress and the supposed course
of the Storstad. ' A ' is the position of the collision ; ' B ' is the course of the Storstad.
This line ' B ' running down towards Eather Point is the supposed course of the
Storstad and the point ' B ' is the position where the first whistle from the Storstad
was heard. ' C ' is the position where the second whistle was heard; ' T> ' is the posi-
tion where the third whistle was heard, his testimony being that the whistles were
two, four and six points on his starboard hand. ' E ' is the course that the Storstad
took after giving the third whistle, and ' E ' is what he says is that the Storstad did
under her port wheel. The distance run to the change of course from Father Point
pilot station is four and a half miles, and he says he ran that distance in 15 minutes.

Lord Mersey.— What is the four and a half miles?

Mr. Haight. — The distance from the point at the pilot station up to the place
where he changed his course to north 73 east.

Lord Mersey.— Where we see the 22 marked?

Mr. Haight. — Yes, my Lord. According to Kendall's testimony, when he changed
that course he had Cock Point abeam, and he draws his diagram putting Cock Point

HAIGHT.

558 MARINE AND FISHERIES

5 GEORGE V., A. 1915
light abeam exactly where he says he changed his course. Now, at the change of
course, on his own course as plotted by himself on the chart, Cock Point is distant
four miles; but Kendall himself testifies that he really cleared Cock Point by only
two and a half or three miles. Your Lordships will remember his definite statement
that some men clear Cock Point one mile, some two; he, because of his greater cau-
tion, gave it two and a half or three miles clearance. But his diagram shows four.

Chief Justice McLeod. — It is drawn to a scale, is it ?

Mr. Haight. — Yes, my Lord, this is a photograph from his chart. According to
Captain Kendall's story the heading of the Storstad when we make this violent change
from ' D ' to ' A ' is nor'-nor'-west one-half west, making a change from our original
course of six and a half points, and it is said, even by learned counsel on the other
side, that we accomplished that change of heading and ran that distance in one
minute. It is a mile.

Chief Justice McLeod. — That is, a mile from where the helm was ported?

M. Haight. — From ' D ', where Kendall says we ported, to ' A ', where he says
the wreck by a mile and a quarter. The letter ' G ' indicates the location of the wreck
the wreck by a mile and a quarter. The letter " G " indicates the location of the wreck
as absolutely fixed by Gagnon, the man who made the observations and located the
buoys for the Government. Now, that does not fit in very well with the known facts.
References to the collision as to times are worse. He says definitely and positively,
page 1650, that he left Father Point at 1.20.

Chief Justice McLeod. — That is, Captain Kendall I

Mr. Haight. — Yes.

Chief Justice McLeod. — That was when he was called the second time, was it not ?

Mr. Haight. — Yes, my Lord. He says he left Father Point at 1.20; the collision
was 1.55. He knows the moment of the collision, because two moments before, for
some reason unexplained, he was particularly anxious to find out what the time was,
and he went into the chart room for no other purpose than to look at the clock. So
that figure is precise; that testimony is on page 1651. From 1.20 to 1.55' means
a total time elapsed of 35 minutes. He occupied 15 minutes in running on the first
course; page 1648. He occupied 12 minutes actually running on the second course;
page 1647. That leaves of our 35 minutes only 8 to be accounted for. During those
eight minutes he tells us what he did. He blew three whistle signals twice and he blew
a two-whistle signal twice ; in the eight minutes : three, three, two, two. He was seven
minutes dead in the water, page 152. At page 148 he says that he was from five to
seven minutes dead in the water. If we take his seven minute statement, on which
he first put a good deal of emphasis, it means that he blew three, three, two, two, in 60
seconds. If he was dead in the water five minutes, which is his lowest estimate, he
blew those four signals in three minutes. Now, after 27 minutes, when he blew his
first signal of three whistles, the Storstad was two miles away, according to Captain
Kendall. She was three to four miles away, according to Jones, and according to my
learned friend Mr. Aspinall in his argument yesterday, she was two and a half to three
miles away. I will compromise with my learned friend at three miles. Assuming
that to be the case, the Empress reverses three miles away from us and she stops dead
in two lengths. We are, therefore, forced to travel of the three miles in order to get
into contact, that entire distance, less only two lengths, which is 1080 feet. In other
words, according to Captain Kendall's diagram and his story as told specifically and
with precision, he during the eight minutes travelled 1080 feet, and we travelled three
miles less 1080 feet, which gives us a rate per hour of twenty-efght and three-quarter
miles. We certainly would have had some bow wave if we had been doing that.

HAIGHT.

EMPRESS OF IRELAND— STORSTAD COLLISION 559

SESSIONAL PAPER No. 21b

Captain Kendall's story also, as I read it, lacks substantiation in its vital points
as to the lights. To use once more my learned friend's phraseology, it is most im-
portant to Captain Kendall's case that he should have seen our green light; until he
could see our green light he was showing his green to our red and he was bound by
the rules to keep out of our way. Now, what does he say about seeing the green
light? He goes to the upper bridge and he says that he took from his standard com-
pass a special bearing and that he then saw the green light. Jones, the officer on the
bridge, could not see the green light, although he was using his binoculars, and he so
testifies. Murphy, the stand-by man, could not see the green light. He was not steer-
ing; he was standing by. His opportunities for observation and his duty to observe were
both present, but he could not see a green light. Carroll, the lookout on the crow's
nest, could not see a green light. My friend suggests as to Carroll, that the duty of a
lookout on the Empress is to look at a light when it can first be seen and never look
at it again ; it would not be natural for him to look after he had once reported. Well,
it appears to me most extraordinary that with only one ship in view, Captain Kendall
is the only man who can be found on the ship who ever saw our green light. Captain
Kendall admittedly was in the starboard hand position when he started from Father
Point. If we are heading west by south, which is approximately parallel with the
shore and he is coming out from Father Point on an angle, we must be on his starboard
bow. According to his story, he deliberately changed from north 47 east to north 73
east, and having originally been in a position which put us four points on his starboard
bow, while we are still on his starboard bow he deliberately changes to a course
that brings us within one point. It is indeed important to his case that he should prove
that when he made that change he had crossed our course and could see our green
light, and for that proposition you have his word, unsubstantiated; questioned by the
fact that Jones used his binoculars and could not see it; contradicted by our evidence
that we saw his red light. But, says Captain Kendall, when I changed my course
to starboard, I had got a view of your green light ; there was nothing wrong about my
changing from a position of absolute safety, four points, to one of one, because I
had crossed your course; we were green to green. You were two miles away and
one point on my starboard bow and the clearance would have been half a mile. Jones,
as I have said, puts it at four miles away and three points, which would give a clear-
ance of two and a third miles. And yet, on that story the engines of the Empress are
put full speed astern as soon as haze begins to dim the lights of the Storstad.

Captain Kendall's story also, it appears to me, has in it extravagances in other details
which go a long way towards discrediting him. He talks about a sheet oi fire shooting
out when the vessels came together; he talks about a terrible impact, while it has been
stated by another witness that there was no jar at all. He says that he, lying dead in
the water and heading north 73 east, had changed to southeast, practically six points,
when we hit him amidships; whereas Mr. Hillhouse says that hitting him amidships we
could not have changed his heading at all. He says that when the Storstad hit the
Empress she rebounded like a rubber ball thrown against a wall. Mr. Hillhouse admits
that the forward movement of the Storstad would have been absolutely taken up by the
crushing of her parts, and that when she penetrated the maximum she would have been
inert. Captain Kendall, worst of all, says that when we backed away we backed out
straight from him a mile and left his passengers to drown. The truth is that from
the time the boats separated, we were constantly blowing our whistle to find where he
had gone to in the fog, and during the feverish efforts that were being made on the
bridge to do something, nobody ever thought of pulling the whistle cord, that we might
get close by and render assistance. It was the cries of drowning people that aided us
in groping our way to the sinking vessel. Captain Kendall told us about leaving his
bridge to throw the gripes off his boats. I do not doubt that he left the bridge, but
your Lordships cannot have overlooked the fact that on cross-examination the officer

HAIGHT.

560 MARINE AND FISHERIES

5 GEORGE V., A. 1915

who did put out the starboard boats says that he himself and his men released all those
gripes. I do not know what Kendall did when he left the bridge, but the testimony is
uncontradicted that not a gripe was touched until the officer and the men who actually
lowered the starboard boats got to them and started their work. One of the most
extravagant claims he makes is that we swung seven points, as shown by his diagram;
that we had travelled a mile to do it, and that this porting of the wheel was done after
our vessel had been slowed for two minutes and stopped for four or five. To have
travelled a mile in a minute we would have to be a 60-knot boat, not 27; our change of
course is in proportion.

My friend argued yesterday that Captain Kendall must be believed because he had
recently faced death, had lost his ship and had been connected with a disaster which
meant the loss of over a thousand lives. Now, must he be believed for those reasons?

Is it not more likely that because he lost his ship and because he has lost a thou-
sand lives he would not dare face the world with a frank admission that he had been
at fault. It would indeed take herioc courage for any man to stand up and say before
the word : * within four miles from land, with the vessels both known, their positions
known and their courses only eight minutes before I so manoeuvred my boat that she
came across the bows of the other vessel when that vessel had not changed her course.'
Is it not likely my Lords, that the fearful experience through which Captain Kendall
went has left its mark and that his testimony bears that mark inevitably? I submit,
my Lords, that the heading of the wreck of the Empress was the heading of the
Empress at the time of collision, and that because of that heading the Empress
alone was to blame.

Lord Mersey. — Now, Mr. Haight I want to perfectly understand, your case
involves the necessary conclusion that Kendall and his witnesses have deliberately
placed a story before us which they must know is false. That is the effect of your
argument.

Mr. Haight. — My argument is that one side or the other has done that very thing
and I submit that it is the Empress.

Lord Mersey. — Now, Mr. Aspinall would you rather address us before the adjourn-
ment or after. I mean to say we are not going to sit here if you are going to be an
hour to finish?

Mr. Aspixull. — I shall certainly be half an hour at least.

Lord Mersey. — Very well, I think I had better have you after the adjournment.

The court resumed at 2.35 p.m.

Mr. ASPINALL'S SPEECH IN KEPLY.

Mr. Aspinall, K.C. — !My Lords, while I am not in accord with many things that
Mr. Haight has said, yet I am entirely at one with the opening observations which fell
from him. May I remind your Lordship what he told you? He said this was a case
in which according to his view, and I agree, one or other of these ships is to blame. It
is not a case of both to blame, and the view that he has presented to your Lordship is
in accordance with the view that I have been seeking to present to your Lordship,
that being red to red and green to green unless one altered course these ships would
have safely passed one another, either starboard to starboard or port to port. And
he also proceeds to say that he has no complaint against the Empress unless he (Mr.
Haight) can establish that the Empress changed her course. Now that is the fight
between us.

ASPINALL.

EMPRESS OF IRELAND— STORSTAD COLLISION 561

SESSIONAL PAPER No. 21b

Lord Mersey.— Forgive me for interrupting. Does it follow that it is not prob-
able that each ship may have been partly to blame for what happened? You say it
follows logically that only one ship can be blamed.

Mr. Aspinall. — If I might be allowed to correct your Lordship. What so far I
have said is that is the way in which Mr. Iiaight has presented his case. He is an
advocate of experience and I have no doubt he is not ready to give away anything and
that is the position he takes. And that equally I may now answer your Lordship that
is the position I take up, that if this evidence be anything like right on either side
that these two ships were passing one another at a safe distance be it red to red or
be it green to green, and that the error or blunder which brought about this trouble
was the change of course on the part of one, I am prepared to admit this or possibly on
the part of either, because I feel

Lord Mersey. — When you say possibly on the part of either don't you mean pos-
sibly on the part of both?

Mr. Aspinall. — I did, my Lord, I used the wrong word. It is possible of course
in this class of case, but in view of the contentions that have been put forward on
either side, if either contention is right with regard to what happened to the helm,
with regard to what happened to the speed it followed if either I establish my case with
regard to that matter or Mr. Iiaight establishes his case with regard to that matter,
that my ship could not have altered course or his ship could not have altered course
it all comes back to that —

Lord Mersey. — That I quite understand before asking this question — because the
view may be taken by some members of the court — if your story is right it follows
logically that the witnesses for the Storstad are either telling deliberate lies — and I
don't think you can escape from saying it — if on the other hand Mr. Haight's story is
right it follows as he says that the witnesses from the Empress must be deliberately
putting forward a story which they know is untrue. That seems to me to be the posi-
tion involved by the pretensions of the two sides. What I am asking is this, is it
according to your view possible that there may be a middle course involving both sides
in blame?

Mr. Aspinall. — As your Lordship says of course it is possible, but what I sub-
mit is the manner in which your Lordships will approach the consideration of this
case will be your Lordships will consider the evidence, and I submit that in a court
of law that the court is slow, and properly slow to arrive at a conclusion which neither
party to the dispute invites the court to come to, and to which conclusion neither
party has addressed its evidence.

Lord MERSEY.---Of course you must remember that this is not a suit.

Mr. Aspinall. — I admit that.

Lord Mersey. — This is an inquiry.

Mr. Aspinall. — That is clear, but nevertheless I submit I am entitled to put for-
ward this contention, that where you find two ship-owners represented, if I may say
so, by counsel who know their business, if in accord with this view that it is one to
blame, and not both, and when it is remembered that the evidence on both sides has
been massed so to speak to arrive at that conclusion, that whether it be a tribunal
which is inquiring, or whether it is a tribunal which is determining liability, that
that tribunal would be slow to say that they propose under these circumstances to
arrive at a middle course.

Judge McLeod.— What this commission wishes to do is not to try the case between
the Empress and the Storstad but to satisfy ourselves and, if we can, satisfy the public,
just how this accident happened, and if coming to that conclusion we have to find
that both are to blame we are entitled to do it.

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562 MARINE AND FISHERIES

5 GEORGE V., A. 1915

Mr. Aspinall. — Undoubtedly.

Judge McLeod. — Kegardless of what counsel say on either side.

Mr. Aspinall. — I say it is possible, and of course your Lordships are entitled to
do it, but what I am submitting to you with some confidence is that any tribunal, if
it be a tribunal inquiring as to the causes of the collision, or if it be a tribunal
determining whether there is liability would be slow, where the case has been con-
ducted in the way the case has, to arrive at a middle course. My lords, I have always
understood that a tribunal is much guided by the .conduct of the case. The tribunal
is necessarily much guided and influenced by the points to which the evidence is
directed, and here Mr. Haight and I are in agreement that on this part of the case
we have each of us directed our evidence, massed it on this one point. Did the
Empress alter course, or did the other vessel alter course, and after the evidence of it
the two speeches have been addressed to your Lordships in support of that view, and
that view only. And I submit that under those circumstances as I said before, the
Court would be slow, and if I may say so respectfully, properly slow to arrive at any
other conclusion.

Lord Mersey. — I put it to you again. Your case is that the course of the Stor-
siad was changed ?

Mr. Aspinall. — Yes.

Lord Mersey. — In such a way as to bring about the collision?

Mr. Aspinall. — Yes.

Lord Mersey. — His case is that the course of the Empress was changed in such
a way as to bring about this collision.

Mr. Aspinall. — Yes.

Lord Mersey. — And you say that inasmuch as the happening of the collision
undoubtedly depends upon some change of course it is extremely improbable that both
changed their course and brought about the collision?

Mr. Aspinall. — Yes, that is my point. I don't for one moment suggest that your
Lordships could not take that course, but with submission I submit it would be a
strange course, and an unusual course for the Court to pursue in view of the way this
case has been conducted, and in view of the way in which the evidence has been
directed.

Lord Mersey. — Those are the issues between the parties. I say no more, only in
order that I may see on what lines you are running your case. I have asked pretty
much the same questions of Mr. Haight, and I understand exactly the position that
he takes.

Mr. Aspinall. — Mr. Haight, without any inquiry from your Lordship in the very
opening sentences of his address made that extremely clear, that that is his position, and
that is my position. Having said that Mr. Haight then says this, that he pins his case
in support of his charge that the Empress altered her course upon the defect either in
the gear which operates the rudder, or a defect in the rudder. One wants to get down in
this case, if one can, to what is the broad issue between the parties. Now we have got
it in view of what Mr. Haight says.

Lord Mersey. — I think you left out the third, that for some reason or another Cap-
tain Kindall entirely lost his head.

Mr. Aspinall. — Yes, I shall be able to deal with that. I confess that in view of
what Mr. Llaight had said in the early part of his case that his attack was upon the
steering qualities of this vessel, I fail to appreciate the importance of that latter observ-
ation. I fail to appreciate it, and with all respect to Mr. Haight I still do. But it is a
point that if need be I will deal with. As I understand the point of his attack, and
that is the bing issue between us, was did the Empress alter course because the steam

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steering gear failed or the rudder, on account of its area. It was to that I proposed to
address my remarks in reply to your Lordship. Now Mr. Haight, having committed
himself to that gave reasons, various reasons why he claims that he establishes that
charge. I shall deal with them very shortly because I really have practically dealt with
them yesterday. I want to make this observation, that he says, and says no doubt with-
some force that if Captain Kendall has failed there is every reason why he should lie.
He is using strong language, and perhaps it is better one should do so, it makes for
brevity, that Captain Kendall is wrong and that in view of the fact, that he has lost
his ship, and that so many human lives have been lost, that unless Captain Kendall can
exculpate himself he can never hold up his head again among his fellow men. But
consider what is Mr. Haight's attack, not that the man has failed, but that the ship has-
failed, aud if he established his proposition that the ship had failed why should Captain
Kendall come here and seek to sacrifice himself in order to save the pocket
of the Canadian Pacific Railway Company? The very manner in which Mr. Haight
has put forward his case with regard to this entitles me to reply to him, and to
reply to him with force that if you Mr. Haight establish that the ship failed,
why does not Captain Kendall at once say I did not fail, it was the instrument
that the Canadian Pacific Railway Company entrusted to my charge that failed. I
submit that is a good reason for rejecting this, because this trouble was a defect in
the steering, a defect in this ship. That is the issue between us, did the ship fail.
But it is to be remembered in that connection, that this vessel since her rudder was
altered in 1908 has sailed the seas many thousands and thousands of miles. Mr.
Haight, to use his own expression, says there was a radical defect in the steering qua-
lities of this vessel. Is it conceivable that if there was a radical defect in the steering
qualities of the Empress in view of the many voyages she has made that defect was
never brought to the notice of the Canadian Pacific Railway Company and remedied.
One must look at this from a business point of view, and it is obvious that if there
was this radical defect in the steering quality of the Empress that she would have
failed time out of mind, and that Captain Kendall for the safety of his own life,
would at once have communicated to the Canadian Pacific Railway Company that
this ship is unsatisfactory. He has got to take her up narrow waters. I don't know
the navigation of the River St. Lawrence, but I am told and from what one hears in
the evidence, that there are very many narrow parts, and it is essential to the safety of
the men in that ship that she should be a good steering vessel. I submit this broad
point for consideration, which is of enormous value when one comes to consider, as
Mr. Haight establishes, the point which he says is essential to his success, namely, not
that the man failed, but that the ship failed. Now what is the evidence which he
relies upon in support of this suggestion that the ship failed? It comes back
to Gal way, because that is what it comes back to, to Galway and to the Alden
incident. I dealt with it yesterday, and pointed out to your Lordships that
according to Galway what happened on that occasion was that the wheel
jammed, whereas, what the people from the Alden say, referring to the Empress,
was that she was performing these serpentine evolutions upon the port bow. I sug-
gested that the two things were quite inconsistent. Mr. Haight relied, as he was
entitled to do, on the testimony of his pilot: I am entitled to remind your Lordships
that according to the evidence of my pilot, that this incident did not happen. I am
also entitled to rely on the fact that our pilot swears, and it is a thing he cannot be
mistaken about, that it was never suggested to him by Galway, as Galway says it was.
The next point that Mr. Haight makes is: look at the evidence of Murphy. Now
what does Mr. Murphy say about about it, on the third day, page 662 ? Murphy was a
gentleman who was asked — he had been at the wheel — how her helm was working. He was
asked whether this witness (Galway had told him something to this effect: to be care-

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564 MARINE AND FISHERIES

5 GEORGE V., A. 1915
ful of the ship, that she was not steering properly, and he was asked: is that true,
and his answer was: never, sir. Mr. Haight finds this, and upon this he seeks to
build up his theory that the ship had bad steering qualities.

"By Mr. Haight. — Q. I understand, Murphy, you have never had any
trouble with the steering gear? — A. Never since I have been on the ship."

" Q. You found that it worked with absolute promptness whenever you put
the wheel one way or the other ? — A. No, sir. It might be that it does not catch,
and what you have to do is to put your wheel back amidships and give it the
helm, and it will catch on right away."

Mr. Haight says that the witness said that sometimes happened, but Mr. Haight
had not the book. The word ' sometimes ' occurs in the question put by Mr. Haight,
for the next question is :

" Sometimes, when you first put the wheel over, she does not catch on, and
V„ then you have to bring her back amidships?"

and the answer, " That might occur every two years."

Q. It has occurred? — A. Only once since I have been on the ship."

And then on page 420 — I missed that and my friend, Mr. Holden, pointed it out
to me

Lord Mersey. — "Where is the page you have just been reading from?

Mr. Aspinall. — Page 662. He is asked later on in the same page, " Has she ever
jammed with you ? " and the answer is : " No, sir, never."

Now the evidence of Galway was that she jammed.

Lord Mersey. — That she jammed on one occasion and that she sheered on two
other occasions, once when she was coming up the St. Lawrence river, and once when
she was in the Mersey river.

Mr. Aspinall. — Then on page 420, which I had overlooked, this witness, who had
been examined earlier in the proceedings, was asked:

" Q. How long have you been quarter-master on the Empress of Irelandl
A. Four years and five months."

So that in the course of that gentleman's experience it had never jammed. And
he speaks to this incident of not catching, and that is the sort of evidence upon which
your Lordships are asked to come to the conclusion that this ship was sailing the seas
with a rudder which really made her an animal feri naturae — a more dangerous beast
I can hardly imagine. This great vessel, travelling the seas, carrying thousands of
lives, was allowed to go on all these years in this condition. It is incredible, it is
asking your Lordships to accept too much. It is always to be remembered that we
have that strong body of affirmative evidence from other people, that the rudder was
in good order and condition. Your Lordship asked in this connection what was the
evidence with regard to the tank. Mr. Haight made a point with regard to the tank.
Mr. Hillhouse, on the eighth day, told us this with regard to the tank, page 1598-99:
He was being examined by me with regard to this suggested leakage, assuming there
is any leakage.

" Q. Assuming that there is any leakage, is it taken up from the tank
which supplies the material?"

Mr. Hillhouse's answer is :

" Yes, that is the object of the tank.

1 Q. You have the tank in the wheelhouse, have you ? — A. Yes.

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' Q. And that automatically feeds the machine ? — A. Yes.
' Q. So that in the event of there being any leakage, if the tank does its
work properly the leakage is at once taken up and gone ? — A. Yes.
' Q. Is that simply a mechanism ? — A. Yes.
1 Q. In your experience, is it effective ? — A. Yes.'

That is strong evidence, and it is the evidence of a man who knows what he is
talking about. Well now, that in effect sums up, apart from the view of Mr. Reid,
which it was to be noticed was singularly in conflict with the views of Dr. Elgar and
Mr. Hillhouse, sums up this attack on the steering qualities of the Empress!.

Passing away from that point, Mr. Haight then commented upon the manoeuvre
of Captain Kendall in stopping and reversing his engines. As I said yesterday, in
view of the fact that they admit that they twice heard our three short blasts, it seems
almost to follow that unless Captain Kendall was wishful to give them false informa-
tion, he must have been doing what he was saying by his whistle he was doing. As
I said, if they had come here and said you did no such thing, and we heard no three
blasts, and we say that is a manoeuvre which a seaman is not likely to make, there
would have been some strength in the observation. But they say: yes, we heard you
give three short blasts, and we heard you give them twice. As I pointed out yester-
day that was the case we pinned ourselves to from the first, and it is corroborated by
the evidence given on the other side.

Lord Mersey. — Would you let us know what in your view, the view that you
desire to submit to the court, was the cause of the movement that those three short
blasts referred to? What was Captain Kendall doing?

Mr. Aspinall. — My suggestion to your Lordship in connection with that is this:
As your Lordship said yesterday to me, I won't say in criticism, I like observations
from the bench, because it enables me to see what is in their minds, it gives me the
opportunity of dealing with it, but your Lordship pointed out that in view of the
fact that the Empress had met two fogs, she might reasonably meet a third fog, and
of course she might very reasonably meet a very bad fog. And one is entitled, in a
large passenger ship, such as this, to expect a high standard of care from the officers
in charge of the Empress. What is his duty? You are told by the rule, in terms, to
travel at a moderate speed, but it had been laid down by the tribunals in England
that it is your duty, if you see fog ahead of you, to take your way off before you run
into the fog. It is common sense, it is good and safe navigation. You are not to run
into a fog and then begin to reduce your speed. If you have got great way upon you,
reduce your speed before you go on. My Lord, that is to be found on page 373 of the
sixth edition of Marsden's Collisions at Sea.

Lord Mersey. — Sixth edition is that the last edition?

Mr. Aspinall. — I think so. I am told it is. Well, that is the obligation imposed
upon a ship, and when it is remembered that these two ships were approaching one
another very nearly at thirty miles an hour, certainly thirty land miles, it would be
27 or 28 nautical miles, and here is the fog sweeping out from the land, is it such a
surprising manoeuvre for a ship-master to take? It may be that he is acting up to
the high standard of care one is entitled to expect, a high standard of care when you
are dealing with a large vessel, which is travelling at 17 or 18 knots an hour, and I
submit, under these circumstances, when one remembers the other side said they heard
us blow three short blasts, not only once but twice, there is no reason, no good reason,
for saying that that testimony is to be rejected.

Lord Mersey. — You will not forget what Mr. Haight said, that the lights were
still showing on the Storstad and when the ships were three miles away from each
other, and the Siorstad was three points on his starboard bow, that is to say, as Mr.

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566 MARINE AND FISHERIES

5 GEORGE V., A. 1915

Haight suggests, when he was in a position of absolute safety, he, nevertheless, puts his
engines full speed astern.

Mr. Aspinall. — With regard to the bearing I think Mr. Haight is exaggerating.
I don't mean wittingly, but unconsciously. I don't think at that time the bearing was
three points, but what I do wish to suggest to your Lordship is this, it is merely my
suggestion, you will be guided by the view of your Assessors, that probably distance
and bearing were exaggerated. It is a common failing with sailors, particularly when
they get into courts of admiralty — probably the distance and the bearings hayje been
exaggerated by the seamen. It is to be remembered that the time when the engines
were ordered to be put astern, the fog was then obscuring the lights of the Storstad.
That was the condition of affairs. It is true that he had seen the lights, and had got
them in a safe position, but still the fog is now coming on, and the density of the fog
cannot be predetermined. It may be an extremely thick fog, as in actual fact it is,
because the powerful lights of these two ships were only seen at very very close quar-
ters, and under these circumstances, I submit that manoeuvre was taken. I have
much stronger evidence in regard to this matter and these things. I have the evi-
dence of the engineer who was in charge of the port engine and of the engineer who
was in charge of the starboard engine, and this has to be remembered that in this case
the bridge has its control over the engine room department, and the officers in the
engine room are merely, so to speak, the machine to carry out the orders that come
from the bridge. Now what do these gentlemen say? On the third day, at page 455,
we find the evidence of these two gentlemen. The first is Brennan. He was in charge
of the port engine, and at the top of the page he tells us this:

" Q. When you got full speed ahead, after leaving Father Point, was that
carried out on the engines? — A. Yes, sir.

Q. Now will you tell us the next indication of speed that you got in the
engine room? After that one? — A. About 26 minutes past two on our clock.

Q. You don't know as to whether your clock agreed with the bridge clock.
— A. No, sir.

Q. I am asking you what were the next signals that you got from the bridge
as to speed on the telegraph? — A. Stop, full speed astern.

Q. Were they given one after the other or were they given simultaneously?
— A. Practically right around.

Q. Was that carried out? — A. Yes, sir.

Q. Will you please tell us, to the best of your knowledge, for how long the
engines were kept full speed astern? — A. I should say about three minutes, sir.

Q. What was the next signal you got by the telegraph from the bridge? — A.
Stop, sir.

Q. Was that following the three minutes? — A. Yes, sir.

Q. How long after that stop order was it before the impact took place, how
long from the stop was it you felt any impact caused by the collision? — A. I
should say approximately four or five minutes."

It is essential for Mr. Haight's case to say that that is a lie. Here is a man in charge
of the engines, not on his trial, down below, only carrying out the orders that are given
from the bridge. That is the evidence of Mr. Brennan, and Mr. Liddell is a gentleman
who was in charge of the engines on the starboard side. Mr. Liddell, page 493, in his
evidence, says this : He is asked to give the orders he got, and he says :

' The telegraph stood full speed ahead, and it was turned around to stop and

full speed astern.

Q. Was that order carried out? — A. Yes.

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SESSIONAL PAPER No. 21b

Q. After that, how long, to the best of your knowledge, were the engines
kept reversing? — A. Bear in mind that any time I shall give shall be approx-
imate.

Q. I understand. — A. About three minutes.

Q. Then you got the order to stop ? — A. Yes.

Q. Was the order to stop carried out? — A. Yes."

If that evidence is anything like right, it must be that the way was taken off the
Empress. There is a criticism that it is false testimony, but there it is, strong, affirm-
ative evidence, which was in no way broken down by cross-examination. I am not
reflecting on the powers of Mr. Haight, who is a most effective and powerful cross-
examiner. We have heard him. But I submit he in no way broke down the evidence
which was given by these two gentlemen. That, I submit, carries an immense way in
this case. First of all, it results in this : that the Empress had been brought to a stand-
still, and, secondly, it results in this: that if the Empress was brought to a standstill,
any helm-action that they had been wishful to give to the ship is necessarily ineffective.
She is lying like a log, so to speak, out upon the water. No steerage way. I submit
that was very strong evidence for my friend Mr. Haight, to seek to get
over in the way in which he seeks to get over it by his suggestion that
there was some defect in the steam steering gear. If we had been brought to a stand-
still, the defect becomes immaterial, even assuming that he establishes to the satisfaction
of the Court, that this radical defect, as he calls it, existed. Now he has, in connection
with the speed, called your Lordships' attention to a good deal of evidence from the
Storstad, and to a certain amount of evidence from passengers and stewards — whose
opportunities for observation, certainly for accurate observation, would be extremely
small — but he is relying on that class of testimony to show that the Empress was trav-
elling ahead. What they say, namely, that the Storstad is passing astern, would be
equally consistent with the Empress going ahead or the Storstad going astern.

Lord Mersey. — Well, Mr. Haight says not because of the angle at which the two
ships came into collision.

Mr. Aspinall. — My Lord, may I just read the evidence I rely upon.

Lord Mersey. — Certainly, by all means. When you make an observation of that
kind, my mind goes at once to what was said on the other side.

Mr. Aspinall. — As I said, I welcome interruptions because it enables me to deal
with any difficulties that your Lordships will have in your minds. My Lord, I wanted
just to remind your Lordship of what, according to the engine-room log of the Storstad,
was being done with their engines.

'3.05, full speed astern; 3.10, stop; 3.20, slow speed" ahead.'

So that there is five minutes full speed astern, and ten minutes stop. My sub-
mission is, that that would follow from what these people thought they saw, if they
saw it happen at all. Five minutes full speed astern. This ship has been brought up
by reason of her having driven herself into the side of the Empress, her engines are
put full speed astern, she is a stationary vessel, and her engines, I submit, would pretty
rapidly give her sternway, and then, as she comes out, the tendency is to cant her
head to starboard, and as she goes the swing on her, every moment, becomes more
effective. Now it is put against me that the stern of the Storstad was tending to come
in a line parallel with the Empress, that is what would happen. To what extent it be-
came approximately parallel with the fore and aft line of the Empress no one is, of
course, in a position to tell. No one on board either ship then was thinking to what
extent the Storstad had inclined around after she had emerged from the wound. They

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568 MARINE AND FISHERIES

5 GEORGE V., A. 1915

were then all thinking of saving their lives, and the opportunity for observation at
night and in a fog, when the minds of these people were directed to saving their lives,
is practically nil, certainly of no value. In a general way, that would be what they
would be seeing, her tending to become parallel, in view of the fact that she has been
reversing her engines for five minutes drifting astern of the stationary Empress. My
Lord, I submit that that is quite an adequate and intelligible explanation of what some
of the witnesses, upon whom Mr. Haight relies, said they saw.

As I reminded your Lordships yesterday, this has always to be remembered, that
whilst one feels a difficulty in thinking that passengers or stewards, for the matter of
that, under these circumstances can give us correct evidence, with regard to the move-
ment of the ships, it is to be remembered that a large number of these witnesses,
stewards and passengers and others, say that they heard us blow two long blasts, and
of course if that be right, then unless Captain Kendall was again guilty of this remark-
able stupidity, that he is on three different occasions and more saying on his whistle
that he is doing something or rather representing to the world that his ship is doing
something which, in fact, it was not doing, is incredible. That three short and two
long blasts were given, many other witnesses have told us. My Lord, Mr. Haight has
made a spirited attack upon the chart that Captain Kendall marked. I ventured yester-
day when I was dealing with charts, to suggest that in view of the facts that the distan-
ces run are estimates, that the positions are estimates, certainly the distances of the
Storstad approaching in the fog are pure guesses, that very little reliable information
could be gathered from the markings upon charts, and if my memory serves me right,
while I was dealing with the matter, your Lordship said that was your opinion. It
was somewhere said, would that my enemy had written a book. Mr. Toftenes, who
possesses a fine liteiary style when he comes to write up his log, felt himself quite
unequal to this task of doing that which Captain Kendal has attempted to do. And
perhaps he was wise, because I think it is highly probable that if Mr. Toftenes had
found himself capable of doing that which Captain Kendall had done, that probably
I should have been able to get a spirited attack upon it.

Lord Mersey. — Mr. Toftenes at once declared that he was not competent to do it.

Mr. Aspinaall. — He wasn't, but if he had done it, as I say, it is highly probable
that the same class of observations would have been made by me. Perhaps I should
have been wasting time also in making them. But that is the outcome of that. I
submit it is not of the slightest value. The only value that it occurred to me the
court might derive from it, and it is very small, is that it appears to me that the course
we claim we took and think we took takes us nearer to the wreck than the course Mr.
Ilaight's vessel claims to have taken. But I don't think the slightest value is to be
attached to it at all, because these are all guesses, estimates of distances, guesses of
places, uncertainty as to speed, and matter of that sort. Ons criticism of that chart,
prepared by Captain Kendall, is that at the place where he purports to have altered
course, the buoy at Cock Point is not abeam to begin with. I think I could have helped
Mr. Haight if he had come to my room last night with a few more criticisms of this
kind.

Lord Mersey. — The B is what?

Mr. Aspinaall. — The buoy which is supposed to have been abeam at the time he
altered his course is at right angles, it does not seem to be abeam.

Lord Mersey. — What is B? B here is the position when the first whistle was
heard. It was supposed to be two points and then it becomes four and then six.

Lord Mersey. — What are you saying about B?

Mr. Aspinall. — I was not saying anything about B. What I was referring to was
the buoy at Cock Point.

Lord Mersey. — I thought you were referring to a buoy at B.

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Mr. Aspixall. — No. What I was saying was that it seems to me I don't know
whether Cock Point buoy is really abeam to the course, but I really don't wish to worry
your Lordship about criticisms or comments on this chart. If your Lordship looks at
B, C, D, E, they are the purest guesses. First of all, there is a curtain of fog

Lord Mersey. — But they are on the course laid down by Captain Kendall as the
speculative course so far as he is concerned of the Storstad. That is what, he says, I
imagine we must have done.

Mr. Aspixall. — Yes. What I am pointing out, my Lord, is that in a broad way
it represents his course and nothing more than that. He is not seeing the other ship,
the curtain of fog has now shut her out, and this is also to be remembered, that in a
fog, any indications which are given by sound are often inaccurate, and most mislead-
ing. My submission to your Lordship is that that is not helpful to the tribunal, in
any sense, in deciding this case.

My Lord, the only other matter I would like to invite your Lordship's attention to
is the log of the Storstad, because that represents the story which they claim to be the
real statement of the facts. This is a document which was written by Mr. Toftenes.
He cannot do any work on charts, but he has got a very good literary style when he
comes to write up the log : and it is to be remembered that what he did was this : he
drafted it out. Xow I thought at the time, when your Lordship made some remarks
to the effect that it was not an unusual thing to do, I thought your Lordship was think-
ing that it was a scrap-book.

L<>hd Mersey. — I was.

Mr. Aspixall. — I thought so at the time. Afterwards, when it came to your
Lordship's knowledge that it was not a scrap-book, but the official final log-book, then
I submitted your Lordship would be surprised to find that any drafts had been made,
drafts of logs are not made, but a draft was made in this case and finally approved of.
And finally, it finds its way into the log-book. May I read to your Lordship the
approved form of the draft '. It is a very clear and lucid statement of the case as now
presented.

Lord Mersey.— This is the ship's log.

Mr. Aspix'All. — Yes, the official log. It could not be better exposition of the case,
to do justice to anybody and it reads thus:

' At 2.30 o'clock saw about two points on our port bow the top lights of a
steamer, and immediately afterwards the green side light of same. At 2.50 we
saw the other steamer change its course and show its red side light, about one
and one-half points on the port bow, and thus red to red.'

Lord Mersey. — Now that is a critical point, is it not?
Mr. Aspixall. — Oh it is quite in order with the evidence we have heard.
Lord Mersey: — From which?
Mr. Aspinall. — From the Storstad.

Lord Mersey. — Yes, I know, but that is a movement that you say is entirely
wrong.

Mr. Aspixall. — Quite. Then this document continues thus:

a The course of the Storstad was continued steady. Some minutes later
the lights of the other steamer were hidden by a fog bank. The Storstad
remained herself in clear weather, and a long blast of a whistle was heard which
was answered by a similar one and the speed was at the same time reduced to

ASPIXALL.

570 MARINE AND FISHERIES

5 GEORGE V., A. 1915

slow. Now the Storstad also entered the fog. Immediately afterwards the
engines were stopped and the steering was carefully watched so as to keep the
ship on its course."

That statement seems an odd entry to put in the log. The steering was carefully
watched so as to keep the ship on its course.

" Simultaneously three short blasts of the whistle were heard from the
other boat, on the port bow, which was answered by a long blast. About five
minutes afterwards the engines were stopped and as the vessel glided along
against the downgoing current, the speed was so considerably reduced that fears
were entertained that the vessel would take a sheer over to port. To prevent
this, port helm was given. It proved, however, that the speed of the vessel was
so considerably reduced that it remained on its course. We then gave two long
blasts on our steam whistle. Immediately afterwards three blasts were heard
from the meeting vessel; we then gave a few turns slow ahead to keep the ship
on its course. The ship was then under the command of the chief officer, Alfred
Toftenes, assisted by third mate S. Saxe. The chief officer, who as usual had
orders to call the captain in case of foggy or hazy weather, now called the
captain who also came upon the bridge at once. Immediately afterwards we
saw the top lights of the other steamer, about three points on the port bow, and
shortly afterwards the green side-light. We then gave full speed astern to pre-
vent collision and gave three short blasts of the whistle. Shortly afterwards the
collision occurred,^ so that the starboard side of the steamer, about midships,
was struck by the bow of the Storstad. The engines were immediately stopped,
and we gave full speed ahead to hold the vessels together and if possible to
save those on board. The other steamer, however, proceeded with so much speed
ahead that the bow of the Storstad, which proved to be several feet into the side
of the other steamer, was twisted over to port, such as is now known. So that
the Storstad, with the bow into the side of the other steamer, was swung nearly
parallel with the latter. As the other steamer continued ahead, the bow was
wrenched out of the hole in the side of the other steamer, and she disappeared
in the fog. The engine was stopped, and all possible attention was paid to try
t'o find the other steamer, from whom no signals were given in spite of several
blasts from the Storstad. The boats were immediately swung out and manned
and sounding of the holds were made by which we found fore-peak tank to be
full but the holds and tanks apparently tight. About ten minutes after the
collision, cries of distress were heard, and we manoeuvred in the direction
thereof as carefully as possible. When the steamer was sighted, the Storstad
was manoeuvred as near as circumstances would permit, and all the boats of
the ship sent for assistance. The boats made several trips back and forward,
and about 350 persons were saved on board the Storstad."

My Lord, my submission is this : this is a remarkable document for a gentlemen,
in the position of Mr. Tofteness, to have compiled. Of course, if it is right, it means
that the Storstad wins the day. My submission is that it is entirely wrong.

Lord Mersey. — Now there are some gentlemen here, and I suppose they are here
now, who represent the crew of the Empress. I suppose that none of them desire to
say anything.

Mr. Cecil Thomson. — No, my Lord.

Lord Mersey. — Is there anyone else, with the exception of Mr. Newcombe, who
is representing any interest here, who desires to say anything?

Mr. Haight. — Might I correct an inadvertence in the statement made by Mr.
Aspinall? I understood your Lordships to accept from his statement the idea that the

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EMPRESS OF IRELAND— STORSTAD COLLISION 571

SESSIONAL PAPER No. 21b

Galway incident, so-called, occurred while the Empress was passing the Alden. That
is a mistake, my Lord. Galway was steering from 10 to 12 on the occasion of her
trip down the river. The Alden had been passed.

Lord Mersey. — I think I understood that, what Galway said was that he noticed
this irregularity in the steering gear and drew the attention of Murphy, I think, to
it, and of the pilot.

Mr. Haight. — That was not at the time the Alden was passing.

Lord Mersey. — That may be, I think you are right about that. But what he said
was, he drew the attention of Murphy and the pilot to the fact that the steering gear
was not in order, and I think he said also that he drew the attention of another man,
who has been drowned.

Mr. Haight. — Yes, I think so, but as it stands there are two occasions, the Alden
and. the witness testified to one—

Lord Mersey. — There is the Alden incident, and then there is the incident of
Galway. That is right.

Mr. Aspinall. — Yes, I am afraid I have been under a misapprehension, and I am
told I am wrong. I think Mr. Haight is right.

Lord Mersey.— I think he is.

Mr. Haight. — There is one other point which comes very late in the day. At
the opening of the hearing it appeared that a man of the name of Jones, one of the
men on watch, had inadvertently been allowed to go to the other side. I learned that
he has been sent for and that he is now in Quebec, having arrived, I believe, yesterday
afternoon. It is exceedingly unfortunate to break in, but would the Court be willing
that his testimony be taken out of court, by deposition and submitted?

Lord Mersey. — Is that the man who arrived yesterday by the Alsatian?

Mr. Haight.— I understand so.

Lord Mersey. — I heard of four or five men who arrived yesterday by the Alsatian,
and I waited yesterday to know whether either of you desired to ask that any one of
these five men should be put into the box, and I was agreeably pleased when I heard that
neither of you desired anything of that kind. I think, Mr. Haight, it is a little late now.

Mr. Haight. — I realize it is, my Lord.

Lord Mersey. — The whole of the case now is exposed to view. Your case, Mr.
Aspinall's case, and I really don't think it would be wise now, after the evidence is
closed, and speeches made, to re-open it.

Mr. Haight. — I am very sorry that we did not know that he was here until the
evidence was closed.

Lord Mersey. — Now, Mr. Newcombe, it is your turn to begin.

Mr. NEWCOMBE'S SPEECH.

Mr. Newcombe, K.C. — In the course of any observations which I purpose addressing
to the Court I will refrain from making any reference to Galway, or the telemotor, or the
steering gear of the Empress. It seems to me that this case has involved in it consider-
ations more important than any attaching to these matters. In the suggestions which
T propose to make, I find myself in some disagreement with both my learned friend
representing the Empress and my learned friend representing the Storstad. I shall sub-
mit to the tribunal that it is possible, and perhaps desirable, for your Lordships to make
a finding in this case that is consistent with the absence of any intention on the part of

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572 MARINE AND FISHERIES

5 GEORGE V., A. 191&

leading witnesses from either ship to misrepresent the facts as they lie within their
memory. The case is certainly a very peculiar one. By the testimony of the Empress
as well as by the testimony of the Storstad, both ships held their respective courses from
the time they sighted each other's lights before the fog came on until the very moment
oi the collision. In approaching each other the Empress saw the Storstad on her star-
board bow and the Storstad saw the Empress on her port bow. One ship therefore must
have made a mistake as to the position of the other. The circumstance that the Stor-
stad ultimately found the Empress on her starboard bow, or to the northward of her
course would perhaps be regarded as being conclusive on the question as to whether
these two ships had originally been red to red or green to green. As I say, the Storstad
ultimately found the Empress on her starboard bow and to the northward of her course,
and there is evidence that shortly before the collision the wheel of the Storstad was
ported, and hard-a-ported. Coupled with that comes the statement that although these
operations took place with the wheel, no eifect was produced upon the course of the
vessel. It may possibly be, as contended, that that is true, but at the same time I think
your Lordships will find it impossible to accept the view that these operations should
not have influenced the course of the Storstad. Thus you get a turning movement to
the northward, the porting of the helm, the ship answering to this course and the Em-
press located where she was, according to the testimony of Captain Kendall to the north-
ward are showing green to green with the Storstad. With regard to the porting of the
helm of the Storstad, the testimony given by her witnesses seems to point very strongly
to the honesty of the testimony that was given. If they were making up a «ase, if they
were coming here, as has been suggested, to mislead the Court with false testimony, it
was an entirely unnecessary proceeding to say anything about porting the helm ; on the
contrary, by so doing they have to throw up an obstacle to the success of their case here
which perhaps they may find it impossible to demolish.

I would submit for the consideration of the Tribunal that the testimony in regard
to the porting of the helm shows at least that there was an intention on the part of
these Norwegian witnesses to give honest testimony. They may have been mistaken
about many things but I submit that they were not intending to mislead, and I think
the case can be disposed of consistently with the same assumption in reference to the
testimony offered by the Empress.

My learned friend, Mr. Aspinall, in his speech, divided the case into six heads. It
seems to me that it might be very well divided into two for my purposes, namely, first,
the question as to the navigation of the ships: that is the direct, proximate question
that we have to deal with — the immediate cause of the accident — and, secondly, as to
defects in equipment, or in the manipulation of the equipment after the collision, which
might have accelerated or increased the effects of that collision. These two points in
the case run very much into each other. There are for a ship, independently of storm
and tempest, periods or places of special danger — narrow channels, proximity to land
or ice, fog where other ships may be encountered, thoroughfares such as such fre-
quented harbours or roadsteads and their approaches, where ships resort and converge,
involving risk of collision and requiring a corresponding measure of good judgment
and caution. This case is very special and peculiar. It was a clear night; the ships
observed each other for some time before any fog was encountered and were less than
two miles apart and, according to the testimony of both ships, upon well ascertained
bearings and courses before the fog shut them out. Capt. Kendall tells us that he
landed his pilot one mile north of Father Point gas buoy. Thence he proceeded N. 47
E. magnetic (p. 57) ; then he had Cock Point buoy reported and then the Storstad
lights were sighted six miles away three to four points on the starboard bow. It seems
to be clear that the lights of the Storstad had been seen and reported by Carrol, the
lookout, very shortly after they left Father Point and before the change in the course
of the Empress was made to run down the river after making her offing from the land.

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SESSIONAL PAPER No. 21b

They stood on until they had Cock Point huoy abeam, then ported to N. 73 E. magnetic
(p. 60). This brought the Storstad one point on the starboard bow (p. 61) N. 87 E.
by compass or 11 degrees on the starboard bow (pp. 60-62). The Storstad' s> lights were
then open to starboard (p. 62). Then they noticed the fog bank coming from the land
in a northwestern direction and they stood on until the Storstad's lights got misty.
They could then see the mast and starboard lights and then they stopped the ship and
went full speed astern giving three short blasts. They could even then see the Stors-
tad* s lights. That is shown at p. 67 and and that is not an immaterial circumstance, I
think, in the case. At p. 67, Captain Kendall says :

" Q. At the time when you gave the three short blasts, were you still seeing
to any extent the lights of the Storstad?— A. Yes, I was.

Q. But dim?— A. Dim.

Q. And did you continue to see them for a short time? — A. I did."
On the following page:

" Q. That is what you last saw of the Storstad; where were they bearing
from you? — A. About a point on my starboard bow.

Q. So that when you last saw the Storstad, she was away on your starboard
bow, green to green? — A. Yes."

Then there were the three short blasts of the Empress. She was lying still in the
water and at this stage the Storstad3 's lights had disappeared. Then he stopped the
engines; he was lying N 75 E by compass, (p.69). Ten minutes elapsed from the
time the fog shut out the lights until the collision occurred. Therefore, assuming
the Storstad to have gone at ten knots through the fog, the ships were less than two
miles apart at the time that they last sighted each other. Toftenes says at page 206
that they were a mile and three quarters or two miles apart. Upon the Storstad they
say that they left Metis abeam at 12.30, Montreal time, that their course was W'4 S
magnetic for six miles, then W by S magnetic for five miles, that they then changed
to W by S magnetic and that at that time they saw the Empress' lights.

According to that, and the evidence on the part of both ships, I think, agrees,
they were less than two miles apart when they lost sight of each other and when they
had a bearing of one point. These are mere assumptions and there is no actual
point ascertainable. It is impossible to chart the exact position of these vessels or
to ascertain exactly where they were at different periods in their courses. The
one started somewhere off Father Point and the other somewhere off Metis Point.
They commenced their courses from there but you cannot locate that upon the
chart because it is impossible to fix these exact points of departure. What I submit
to the Tribunal is that all the substantial evidence in this case points to
the fact that these ships were a great deal less than two miles apart when
the lights disappeared in the fog. Two miles apart, with a bearing of one point on
the starboard bow, as the Empress says she had the Storstad, would bring them to-
gether at a distance of half a mile, the area of a point at two miles would be half a
mile. Having regard to the testimony, the Storsiad would be half a mile to the south
and the traversing of that distance, the making of that. much northing, could never
be accomplished under the port helm, and the hard a-port helm, of the Storstad. She
never did that; I submit that is absolutely certain.

Lord Mersey. — She never what?

Mr. Newcombe. — She never travelled half a mile out of her course with a port
■or hard-a-port helm. She tells us that she was stopped. Mr. Haight contends that
she had some way but it was very slow — stopped, perhaps, according to the weight of
testimony. The ship had been going fast up to three o'clock; then slow at three
o'clock; at two minutes past three stopped; then put engines ahead and at five minutes
past three the collision. She was under a port helm less than three minutes. I do

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574 MARINE AND FISHERIES

5 GEORGE V., A. 1915

not suggest that the testimony is not true but I would not be surprised if you should
find that she was under port helm for considerably less than three minutes. She could
not have drifted very far to the north under that helm. What follows from that ? — that
the ships must have been closer together because this fog was a momentary thing, the
most unfortunate thing that ever happened. It was a beautiful night; the fog came
drifting across the river and did not last longer than the passage of the two ships over
the space it covered but when the fog disappeared, as it did immediately, the Empress
was gone. The ships must have been very close together when they entered the fog
and bearing forward a point on the starboard bow of the Empress, the distance within
which these two ships would pass each other, pursuing the courses upon which they
were, would be measured by ship's lengths, and a very few ship's lengths.

It must be remembered that Captain Kendall tells us that when he came down the
river on this voyage he had encountered fog on two occasions previously. He had
passed through two fog banks before the one in which he met disaster. He had
slowed; he had not reversed or stopped, or brought himself to a standstill, as he did
on this occasion. He had eased his speed and passed through the fog. On this par-
ticular occasion, when he is entering the fog bank with the Storstad in front of him,
bearing fine on his starboard bow, he reverses his engines, gives three blasts and brings
his ship to a dead standstill just as eoon as the power with which he is supplied possibly
can stop the ship. What his further intention was I do not know but aparently it was
to remain there. I submit it would be well to consider whether that was not an incon-
sequential and unexpected proceeding for him to take under the circumstances. Under
what rule of navigation is that justified? Article 16 says that:

"Every vessel shall, in a fog, mist, falling snow, or heavy rain storm, go-
at a moderate speed, having careful regard to the existing circumstances and
conditions."
They are to go at a moderate speed. Moderate speed, of course, has to be inter-
preted having regard to all the circumstances of the case. What would be a moderate
speed in one set of facts would be immoderate in another. But according to the rule
he has to go, he has not to reverse and stop.

' A steam vessel hearing, apparently forward of her beam, the fog signal
of a vessel the position of which is not ascertained, shall, so far as the circum-
stances of the case admit, stop her engines, and then navigate with caution
until danger of collision is over.'

That, I should suppose, is the part of the rule that applies to the Storstad. The
Empress had the Storstad on her starboard bow and she knew she had her on the star-
board bow. The Storstad had the Empress on her starboard bow and she thought she
had her on her port bow. I think I can suggest to the Tribunal why she thought so.
We have the Empress coming out from Father Point where the lights of the Storstad
were first sighted by Carrol whom, you remember, when in the crow's nest, two or
three minutes after he had climbed up there, (the boat having left Father Point),
picked up these lights. She goes on to make the offing on a course of N. 47 E.
magnetic, she pursues that course for a certain distance and she then turns to N. 73
E. If there were any one to tell us exactly where that turning took place and to say
where the Storstad was at that time, I believe it would solve the riddle of this case.
I suggest that when she changed her course there to run down the river N. 73 E.
before she stood upon her course, she exposed her red light to the Storstad and it was
when she exposed that light that the Storstad came to the conclusion that the ships
were red to red and that they would pass clear. Probably the lookout and the watch
were not very good on the Storstad and it may be that by some vagary of the fog they
could see better from the Empress than from the Storstad ; I do not know. Apparently
the evidence indicates that when the Empress finally stiffened up on her course she-

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EMPRESS OF IRELAND— STORSTAD COLLISION 575

SESSIONAL PAPER No. 21b

exposed her green light and only her green light, but the Storstad, in view of the other
impression which she got when the Empress ported her helm to work her course down
the river, thought she was engaged with a ship red to red. Otherwise it would be
ridiculous to suppose that this man ported his helm. They were listening for fog
signals. It is said, and not denied, and I suppose it is true, that it is not very
easy to locate precisely where a whistle comes from in a fog, and if you think
you know where it comes from you are more inclined to believe that it does really
come from that direction than if you do not know anything about it. If you are in
a fog bank and you do not know there is a ship there at all and you hear a whistle
there is nothing to incline the mind one way or the other as to the position of this
sound. But if you have observed a boat and if you know its location until the fog
shuts in you are quite likely to be influenced by that fact. It is upon some such con-
sideration as that that the Storstad believed that they had the Empress to the south-
ward of them and they were therefore trying to give a little broader berth under a
port helm. They stopped — there can be no doubt that they stopped — they were going
slow and the ship did not answer readily. It is said now that this young officer took
hold of the wheel and turned it over full stop. Doubtless he did, but I am not so sure
that he is chargeable with any breach of duty in respect to that. They had an order
from the officer to port and they ported. Your Lordships will be advised, of course,
by the assessors, who know much better than I about these things, but when he gets
the order to port, the evidence tells us that the quartermaster turn the helm until he
is told to steady. I suppose he is influenced somewhat by the fact that he has reached
the point where the ship swings in answer to the movement of the wheel. If he was
going very slow the wheel put a-port a few degrees may not have been answered by
the ship. I understand that the third officer then took hold of the spokes and turned
the wheel hard over. That is what they did and they did it no doubt because they
thought they were getting away from the Empress by doing that rather than' going
towards her. Kule 16, I say, does not provide that she shall stop and rule 23 says
that:

" Every steam vessel which is directed by these Rules to keep out of the way
of another vessel shall, on approaching her, if necessary, slacken her speed or stop
or reverse."

That rule does not apply to the Storstad. She is one of those ships that is not
directed by these rules to keep out of the way of the other. This is a case which is pro-
vided for under many rules and notably by the starboard rules. It was in in answer to
that rule, I suppose, that the Empress stopped or reversed but it is, I submit, a grave
question whether this or any other rule would justify a proceeding of that kind. This
was, I submit, an inconsequential proceeding not responsive to any rule and moreover a
proceeding which might easily have been embarrassing to the Storstad. There is another
thing; the Empress might have stopped on her way, she might have sounded her
whistles, she might equally well have anchored and rung a bell but she could not escape
from her obligation to use good seamanship in respect to the crossing of this vessel that
was approaching her at a short distance and on a very fine bearing.

Lord Mersey. — May I ask you Mr. Newcombe, what it is exactly that you contend
for or suggest? Is it that neither of these ships was to blame?

Mr. Newcombe. — No, I do not say that.

Lord Mersey. — Or that both ships were to blame ?

Mr. Newcombe. — I am suggesting that there was an improper use of the port helm
by the Storstad, and an improper reversing and stopping on the part of the Empress.
It is for the Court to consider.

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576 MARINE AND FISHERIES

5 GEORGE V., A. 1915

Lord Mersey. — I thought you began by saying that it was possible to deal with the
two cases without imputing anything like false swearing to either.
Mr. Newcombe. — I suggested that.
Lord Mersey. — That is what you want us to consider?

Mr. Newcombe. — Yes, my Lord. It does not follow from that that there was
any fault on either party; it is consistent with that that there may have been fault
on both sides.

Lord Mersey. — I can understand a mistake of judgment on each side, which is,
of course, a very different thing from negligence. I can understand negligence on one
side and not on the other, and I can understand negligence on both sides. I want to
know which of the three it is that you are suggesting.

Mr. Newcombe. — I am suggesting negligence on both sides; as to whether or not
the negligence I suggest with respect to the Empress goes to the extent of legal fault
I have no observation to offer. But certainly the accident could not have happened
if the Empress had not taken this extraordinary course of reversing and stopping
almost in the track of the approaching Storstad.

Lord Mersey. — According to your theory, the Empress was stopped in what you
might call the distorted track of the Storstad.

Mr. Newcombe. — Very close to the track.

Lord Mersey. — You are putting it, you know, that the Storstad was wrong in
porting her helm. If she was, the result was that she brought herself up against the
approaching Empress.

Mr. Newcombe. — So she did, my Lord; I would suppose that she would have
gone clear otherwise.

Lord Mersey. — That is the fault that you attribute to the Storstad; now tell me
again what is the fault that you attribute to the Empress?

Mr. Newcombe.— In view of the fact that the steamers were proceeding upon
courses which were divergent on an angle of five and three quarter degrees, and that
the proceeding at moderate speed by the Empress would take her every moment
farther and farther away from the Storstad, why does he stop the moment the vessel
comes under the first impression of fog and take the way off the ship and lie there
so close to the track? It is true that the Storstad, if she held her course, would
have gone clear by a ship's length, perhaps, or a close shade, but I call the attention
of the tribunal to the question — although I am not making any contention about it

as to whether that was good seamanship; as to whether that sort of conduct of a

ship carrying so many passengers is as should be expected? Did Captain Kendall
discharge his responsibility, having regard to the fact that there was, besides the two,
not another ship in sight?

Lord Mersey. — You say that he ought to have gone on in the fog at moderate
speed ?

Mr. Newcombe. — At moderate speed.

Lord Mersey. — And that if he had gone on in the fog at moderate speed, the
deflecting Storstad should never have touched him?

Mr. Newcombe. — Never have touched him. I myself should not have seen any
impropriety in his continuing his northerly course somewhat further, in view of the
fact that he had a steamer on his starboard bow, but he took the easterly course. He
was in a position where he could have used his starboard helm without limit. There
was nothing to the northward to affect him ; he had 30 miles of seaway, and he had a
ship approaching him on a fine bearing— not more than half a mile away— on his star-

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SESSIONAL PAPER No. 21b

board bow. Now, why stop there so close and take the chances of any such accident
as that which has happened?

That brings me to what is involved in the consideration of this phase of the ques-
tion. If there were fog there, as there admittedly was; and if in respect of such cases
it was necessary to formulate a rule — because this seems to be a rule which is not
printed in the rules of navigation: that you must reverse and immediately stop — why
not apply at the same time the rules with relation to the water-tight doors? — Rule
No. 50 of the regulations, which are in proof, says :

'The Commander will see that all times in foggy weather or in falling snow
hands are stationed to close instantly all water-tight doors which are not already
closed. All self-closing doors will be kept closed. If at any time fog or snow
shut down in the Gulf of St. Lawrence or St. Lawrence river, the same
special precaution must at once be taken, entry being made in the Ship's Log
Book and in the Engineer's Log Book of the time of opening and closing.'

Lord Mersey. — What are these rules?

Mr. Newcombe. — These are the rules of the Company, which are in proof, for the
navigation and discipline of the steamships of the Canadian Pacific Railway Company,
Atlantic services. These are not official rules.

Lord Mersey. — These are what may be called the domestic rules of, the Canadian
Pacific Railway Company.

Mr. Newcombe. — Yes; of course not affecting the liability in Admiralty, but for
the purposes of the tribunal I call attention to them.

Sir Adolphe Routhier. — They are not binding upon either party.

Lord Mersey. — It lays upon him no legal obligation..

Mr. Newcombe. — No legal obligation, but it is a question of what suggestions your
tribunal is going to make with regard to water-tight doors.

Lord Mersey. — It has nothing to do with the Storstad.

Mr. Newcombe. — Nothing to do with the Storstad at all, certainly not.

Chief Justice McLeod. — Does the rule not say that there shall be a man at each
door?

Mr. Newcombe. — Yes, (reading) :

'The Commander will see that at all times in foggy weather or in falling
snow hands are stationed to close instantly all water-tight doors which are not
already closed.'

Rule 44 says:

' In fog or snow speed is always to be reduced. Water-tight doors are to
be ready to be closed instantly, and every possible precaution taken for the
safety of the ship.'

Lord Mersey: — Your complaint is that he not merely reduced speed, but stopped?
Mr. Newcombe. — He stopped, my Lord, contrary to the rule. Now, rule 130 says:

' In the event of fog or thick weather and in narrow waters, orders will be
issued from the bridge to stand by to close all water-tight doors between engine
rooms and boiler rooms and in bunkers. All self-closing doors will always be
kept closed.7

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217—37

578 MARINE AND FISHERIES

5 GEORGE V., A. 1915

Now, it would appear that this ship went down very much in the condition in
which she stood before the fog came on. Doors that were open remained open; those
that were closed remained closed. Unfortunately, through the loss of so many of the
hands and the consequent lack of evidence, it is impossible to say exactly what the
condition of those doors was. We know that one door was closed leading into the
engine room; we know that other doors were not closed because they could not be
closed or because the place from which they were worked could not be reached. Ac-
cording to the rule to which I have referred, a steward or hand should have been
standing over each one of the ma chines which operate the doors the moment they
entered the fog. It takes one man to close them, and if there had been a man there —
apparently the siren was sounded immediately as a signal for the closing of the water-
tight doors, and the getting out of the boats — there would have been ample time, I
should suppose, before the members of the crew became disturbed by the enormous
list which the vessel had, to close those doors. Whether that would have saved the ship
or not, it is impossible to tell.

Lord Mersey. — I should think that the men could have been much more usefully
employed in taking out the lifeboats.

Mr. Newcombe. — Well, that is a matter, perhaps of conjecture. The vessel was
built in 1906, and it may be that the system of watertight doors in the bulkheads
existing on board her at the time of her loss was one which might not now be con-
sidered to be quite up to date. The evidence shows that the water-tight doors fitted
in her main bulkheads were sliding doors, individually operated from the deck above.
In other words, each door required the services of a man to shut it. In the Empress
a man was appointed to operate each door and the practice appears to have been in
case of emergency for the siren to be sounded as a signal for the men to go to their
respective doors, and close them. The siren was sounded in the present case, but it is
evident that the operation of closing one of these doors by hand would take some
minutes, and there is no evidence that all the bulkhead doors either were or could be
closed before the vessel keeled over to starboard very shortly after the collision. Of
course, there is an additional difficulty, as I understand it, in the closing of these
doors, caused by the list. When the vessel listed over the vertical doors had to be
worked up hill, so that it would have been a difficult operation to close these doors with
such an extremely heavy list on the ship. Having regard to the fact that the vessel
sank so quickly after being struck, it would seem that all the water-tight doors in the
bulkheads were not closed and that the water, instead of being confined to the com-
partments into which it entered, spread all over the ship.

It would seem obvious that the less time which is occupied in case of emergency
in closing bulkhead doors the better. Loss of even a short time in effecting this may
represent the difference between safety and the loss of the ship and many lives. It
would seem to be most desirable that the watertight doors in the main transverse bulk-
heads, or, at all events, all those situated below the load water line, should be capable
of being automatically and simultaneously closed from a station situated on the bridge
•of a vessel, if such an arrangement be practicable.

Very specific and urgent directions are laid down in the companies book of rules
and instructions to their masters and officers as to the closing of the water-tight doors
in the bulkheads. Rule 50 directs that special precautions are to be taken in this
respect at all times in foggy weather and at any time when fog or snow shuts down
in the Gulf of St. Lawrence and St. Lawrence river. In this case the master of the
Empress saw a bank of fog coming across the river and knew that his vessel would be
enveloped in it, but it does not appear from the evidence that at that time he considered
it necessary to station men at the bulkhead doors to close them. Men were allotted
to the bulkhead doors, and each man knew that it was his duty to close his door when
the order to do so reached him. The person who had the knowledge of the necessity

NEWCOMBE.

EMPRESS OF IRELAND— STORSTAD COLLISION 579

SESSIONAL PAPER No. 21b

for closing the doors was on the bridge or on the deck; the man whose duty it was to
do it would have no knowledge until he was told or the order was conveyed to him in
some way. The sounding of the siren was a recognized signal : " Close water-tight
doors; each man to his boat." But this signal was not given before the collision, or,
at all events, in time for the men to get to their respective doors and close them before
the water rushed in after the collision had happened. Some of the men were in bed
and were only awakened by the crash, and it seems clear from the evidence that though
efforts were made, some of the doors could not be closed, either because the vessel had
listed heavily to starboard, or by reason of the water which was rushing into her.

The list taken by the vessel after receiving the damage may have resulted in the
port-holes in the cabins and passageways being submerged, and if some of them were
open, might not sufficient water have poured through them to bring about what in
fact occurred, that is, the capsizing and foundering of the vessel in about 15 minutes?
If this explanation of the sudden foundering of the vessel be accepted by the court,
after they have considered the evidence as the right one, the question arises : Could the
disaster have been averted, and if so, how?

There appears to be no way of doing away with or of preventing collisions alto-
gether, and the story of this case conclusively proves that one of the results of a colli-
sion may be that the vessel struck may list heavily over to the side on which the
injuries are received; therefore it is necessary to be able to shut the water-tight doors
immediately in case of emergncy.

If it has been proved that open port-holes played an important part in the quick
foundering of the ship, here is an object lesson which does not require any confirmation
by similar disasters in the future. Never again ought open port-holes to be allowed
to contribute to the effects of a collision. Should not the rule be that when navigating
in fog and perhaps also in narrow or crowded waters where possibilities of collision
are frequent, the master who is on the bridge and who knows the circumstances should
communicate an order by some recognized signal to the stewards or other people in
charge of the port-holes, but who are down below and may not be alive to the circum-
stances which necessitate the closing of all port-holes; that they be closed and not
opened again until the vessel is out of the fog or crowded waters ?

These are the suggestions which I submit for the consideration of the tribunal with
regard to water-tight doors and port-holes. They are that when the vessel is in a fog,
and, perhaps when in crowded waters, in any case where it is reasonably probable, or
perhaps, possible, that a collision may be anticipated, it is too late to wait until after
the event before closing the doors and the ports. These doors, so far as they may be
closed consistently with the working of the ship, should be immediately closed. All
port-holes should be closed and all precautions taken which this case suggests to mini-
mize or render impossible the recurrence of such a calamity.

My Lord, that is my summing up of the case. I have referred your Lordships
to the circumstances of the collision, to the fact that the Empress stopped upon or very-
close to the course of the Storstad when by pursuing the rule of navigation she would
have gone away from the Storstad. I have referred to the closing of the water-tight
doors and the closing of the ports, and I suggest that this case points very strongly to
the desirability of a recommendation upon the part of the tribunal to navigators to see
that in all circumstances of risk these water-tight doors and port-holes are not again
allowed to play the part which they played in the destruction of the Empress and the
loss of so many lives.

Lord Mersey. — Thank you, Mr. Newcombe. Now that we have heard all the evi-
dence and the addresses of Counsel, I should like, on behalf of my learned colleagues
and myself, to say a few words.

This Court is constituted by the Canadian Government under a special Act, partly
of the nominees of that Government and partly of nominees of the United Kingdom. It

NEWCOMBE.

21 6— 37*

580 MARINE AND FISHERIES

5 GEORGE V., A. 1915

was so constituted because on the one hand it was desired by the Canadian Government
that the enquiry should take place in Canada, and on the other it was considered by the
Government of the United Kingdom that as the Empress of Ireland was registered in
the United Kingdom it was desirable that the Mother Country should be represented
on the tribunal. It was felt by both Governments that their co-operation in this man-
ner would result in the institution of an inquiry of the most exhaustive and searching
character possible into the cause of this lamentable disaster. I think the proceedings
in this court from day to day show that this object has been attained.

There is one further matter to which I should like to allude. I refer to certain
words which were used by Mr. Haight this morning, from which he appeared to be
under the impression that Counsel might in some way or another have rendered greater
assistance to the Court. I can assure Mr. Haight that he can dismiss that impression
from his mind. On the contrary, I should like to take this opportunity of saying —
and I think I may speak on behalf of my colleagues as well as myself — that we have
been much impressed by the ability, the fairness and the patience with which Counsel
for all the parties concerned have put forward their cases. These remarks apply also
to Mr Newcombe, upon whom the onerous responsibility has fallen of seeing that all
the facts and all the evidence should be put before the Court which would enable the
Court to form a judgment upon the various questions submitted to it. We thank all
these gentlemen cordially for the assistance which they have given us.

We must now address ourselves to the heavy task of sifting and considering the
evidence. We hope to be able to do this work within a fortnight or thereabouts, and
we shall then be in a position to make our report.

The Commission adjourned sine die.

MERSEY.

REPORT

COMMISSION OF INQUIRY INTO THE CASUALTY TO
THE BRITISH STEAMSHIP

"EMPRESS OF IRELAND"

WHICH SANK AFTER COLLISION WITH THE NOR

WEGIAN STEAMER

"or

STORSTAD"

IN THE

1*1 VER ST. LAWRENCE ON MAY 29, 1914

5 GEORGE V. SESSIONAL PAPER No. 21b A. 1915

REPORT OF COMMSSION OF INQUIRY INTO THE CASUALTY TO THE
BRITISH STEAMSHIP "EMPRESS OF IRELAND" WHICH SANK AFTER
COLLISION WITH THE NORWEGIAN STEAMER "STORSTAD" IN THE
RIVER ST. IAWRENCE ON MAY 29, 1914.

Chateau Frontenao, Quebec, 11th July, 1914.
To the Honourable
J. D. Hazen,

Minister of Marine and Fisheries.
Sir,

" EMPRESS OF IRELAND."

I have the honour to transmit to you the Report of the Commissioners appointed
by you to inquire into the foundering of the above named vessel.

Believe me,

Most respectfully yours,

(Sgd) MERSEY.

WARRANT OF APPOINTMENT OF COMMISSION.

CANADA.

To the Right Honourable John Charles, Baron Mersey, The Honourable Ezekiel
McLeod, Chief Justice of New Brunswick and Local Judge in Admiralty of the
Exchequer Court of Canada for the New Brunswick Admiralty District, and The
Honourable Sir Adolphe Basile Routhier, Local Judge in Admiralty of the
Exchequer Court of Canada for the Quebec Admiralty District.

Greeting :

Know you that under and by virtue of the provisions of Part X of the Canada
Shipping Act as amended, and in virtue of all other powers in that behalf in me vested,
I, the Honourable John Douglas Hazen, the Minister of Marine and Fisheries of
Canada, do hereby nominate, constitute and appoint you, the said John Charles, Baron
Mersey, Ezekiel McLeod and Sir Adolphe Basile Routhier to be Commissioners to hold
a formal investigation under and subject to the requirements of the said Part X of the
Canada Shipping Act as amended, into and concerning a shipping casualty which I,
the said Minister, consider to be of extreme gravity and special importance, and with
respect to which I have ordered a formal investigation under the authority of the said
statute, whereby the British steamship "Empress of Ireland" of about 8,028 tons,
registered tonnage, official number 123972, of which the Canadian Pacific Railway
Company was the registered owner and H. G. Kendall was the Master, was sunk in
collision with the Norwegian steamship " Storstad," in the River St. Lawrence, on the
morning of Friday, the twenty-ninth day of May, 1914, and many lives of the passen-
gers and crew of the said steamship " Empress of Ireland" were lost.

583

584 MARINE AXD FISHERIES

5 GEORGE V., A. 1915

To Have and to hold, exercise and enjoy all the office of Commissioners as afore-
said unto you the said John Charles, Baron Mersey, Ezekiel McLeod and Adolphe
Basile Routhier, together with all and every the powers, rights, authority and priv-
ileges, and subject to the obligations and requirements, under and by virtue of the
said Part X of the Canada Shipping Act to or in respect of the said office of right or
by law appertaining or enacted.

And I do moreover designate you, the said John Charles, Baron Mersey, to be
President of the said Commission or Court hereby constituted.

Given under my hand at Ottawa this 13th day of June, in the year of Our Lord
one thousand nine hundred and fourteen.

(Sgd.) J. D. HAZEN,
Minister of Marine and Fisheries of Canada.

EMPRESS OF IRELAND— STORSTAD COLLISION 585

SESSIONAL PAPER No. 21b

INTRODUCTION.

The terms of our warrant of appointment require us to inquire into the casualty
whereby the SS. Empress of Ireland was sunk in collision with the Norwegian steamer
Storstad. We have interpreted this reference as requiring us to investigate not merely
the question of responsibility for the collision; but also the questions why the ship
sank so quickly afterward, whether adequate measures were taken to save the lives of
those on board, and whether any steps can be taken in the future to prevent or mitigate
the terrible consequences of similar disasters.

It will accordingly be convenient to divide our report into sections dealing with
the following matters : —

1. Description of the two ships;

2. Summary of the stories of the two parties;

3. Consideration of who was to blame for the collision ;

4. Reasons for the rapid sinking of the ship;

5. The life saving appliances on board the Empress of Ireland, and the measures
taken to save life by both vessels ;

6. Answers to questions propounded by the Canadian Government.

7. Suggestions.

The Commission met on June 16 and sat for the purpose of hearing evidence and
the addresses of Counsel until Saturday, June 27. We heard 59 witnesses.
We were assisted by the advice of the following assessors : —
Commander Caborne, C.B., R.N.R.,
Captain L. A. Demers, F.R.A.S.,
Commander Howe, R.N.,
Professor J. J. Welch, M. Sc, M.Inst., C.E.
The parties were represented by counsel as follows : —
For the Crown:

Mr. E. L. Newcombe, K.C, Deputy Minister of Justice,

Mr. Eusebe Belleau, K.C.
For the Canadian Pacific Railway Co. :

Mr. Butler Aspinall, K.C,

Mr. E. W. Beatty,

Mr. F. E. Meredith, K.C,

Mr. A. R. Holden, K.C.
For the master, engineers and officers of the SS.Empress of Ireland:

Mr. Aime Geoffrion, K.C,

Mr. Cecil Thompson.
For the owners of the SS. Storstad:

Mr. C A. Duclos, K.C,

Mr. C S. Haight,

Mr. J. W. Griffin,

Mr. N. B. Beecher.
For the Dominion Coal Co., charterers of the SS. Storstad:

Mr. H. MacInnes, K.C.
For the National Sailors and Firemen's Union of Great Britain and Ireland:

Mr. G. F. Gibsone, K.C.

5 GEORGE V., SESSIONAL PAPER No. 21b A. 1915

REPORT

PART I.

DESCRIPTION OF THE TWO VESSELS.
(a) SS. ' Empress of Ireland/

This ship was designed by the late Dr. Francis Elgar and was constructed by the
Fairfield Shipbuilding and Engineering Company, at Govan, in 1906, under Board of
Trade and Lloyds Survey, to class star 100 Al at Lloyds.

She was of shelter deck type, having a straight stem and elliptical stern. Her
length between perpendiculars was 550 feet, breadth moulded C5J feet, and depth
moulded to upper deck amidships, 40 feet.

Her official number was 123972, gross tonnage 14,191, and net tonnage, 8,028.

DECKS.

Four complete steel decks, viz. : shelter deck, upper deck, main deck and lower
deck, ran from stem to stern, the minimum heights of the first three above the
•designed load line (27^ feet from underside of keel) being 21, 13 and 5 feet respec-
tively, whilst the lower deck amidships was 3 feet below that line. A steel orlop deck
was fitted before and abaft the machinery spaces, 8 feet below the lower deck, whilst
8£ feet above the shelter deck, a lower promenade deck extended for a length of about
390 feet, practically from the stern, and a forecastle of the same height extended over
a length of 84 feet. Above the lower promenade deck, an upper promenade deck and a
boat deck were fitted for nearly one-half the length of the vessel amidships ; the upper
promenade deck was 8 feet above the lower promenade deck, and the boat deck was
45^ feet above the designed water line.

WATERTIGHT BULKHEADS.

The transverse watertight bulkheads were 10 in number, and terminated in each
case at the upper deck. They were numbered 1 to 10 from the bow, the collision bulk-
head being the first named. No. 1 bulkhead, 34£ feet from the bow, was stepped for-
ward at the lower deck for a length of 9 feet, and a continuation of the forward part
of this bulkhead downwards, formed the forward bulkhead of chain locker. No. 2 bulk-
head was situated 40^ feet abaft No. 1 ; No. 3 was 49J feet abaft No. 2 ; No. 4 was 51|
feet abaft No. 3, and formed the forward limit of the machinery spaces, being on the
forward side of the cross coal bunker at the fore end of the forward boiler room.

No. 5 bulkhead was situated at the after end of the forward boiler room, 87f feet
abaft No. 4. It had cross coal bunkers on both its forward and after sides. It was
stepped forward at the main deck for a distance of about 25 feet, forming a water-
tight flat at the main deck, and was then carried up to the upper deck. A watertight
passage was constructed amidships on the after side of this bulkhead at the boiler
room floor level, and a watertight door was fitted at its after end for access between
the forward and after boiler rooms. This passage extended dust-tight through the
cross coal bunkers on the forward side of this bulkhead. A partly watertight and
partly dust-tight steam pipe passage was also fitted amidships in the bunkers above the
communication passage just named. No. 6 bulkhead was situated 87f feet abaft No.
5 and formed the after end of the after boiler room, separating this space from the
engine room; it had a cross coal bunker on its fore side. A watertight recess 11 feet
wide extended forward under the lower deck for a distance of 4 feet 6 inches, and this
recess contained the watertight door providing access from the engine room to the
after boiler room, a dust-tight passage being fitted on the fore side of this door
through the cross coal bunker. It also had a watertight pocket or recess on the star-
board side above the main deck, extending back to the engineer's gangway at ship's

587

583

MARINE AND FISHERIES

5 GEORGE V., A. 1915

side and fitted with a watertight door at its after end. No. 7 bulkhead was fitted at the
after end of the engine room 69| feet abaft No. 6, and was stepped forward horizon-
tally at the orlop deck for a distance of 18 feet, being then carried vertically to the
upper deck.

No. 8 bulkhead was situated 22£ feet abaft No. 7. It was recessed aft one frame
space in the centre portion of the ship below the orlop deck, the remaining portion of
the bulkhead extending vertically from keel to upper deck. No. 9 bulkhead was 40£
feet abaft No. 8, and formed the after limit of the cellular double bottom.

No. 10 bulkhead was 33f feet aft of No. 9, and 31| feet forward of stern. It was
stepped aft for a distance of 20 feet at the lower deck, and then extended vertically
to the upper deck.

The watertight bulkheads were constructed in accordance with the recommenda-
tions of the Board of Trade Bulkhead Committee of 1891, the specification to which
the vessel was built being based on these requirements as regards watertight sub-
division, and the vessel was so built.

The bulkheads were so placed that any two adjacent compartments might be
flooded when floating at a mean draught of 27i feet, without sinking the ship below the
margin-of-safety line drawn below the upper deck, in accordance with the recommen-
dations of the above-mentioned committee.

WATERTIGHT DOORS.

A number of watertight doors, 24 in all — were fitted in these bulkheads as detailed
below, those on the lower and main decks being of the horizontal-sliding type worked
by rack and pinion; two in the holds were of the vertical sliding and the others were
of the horizontal-sliding type.

POSITION AND DESCRIPTION OF WATERTIGHT DOORS.

—

In Hold.

Orlop Deck.

Lower Deck.

Main Deck.

No. 1 bulkhead

Nil.

No. 2

Nil.

N*l.

No. 3

Nil.

2 (H. S)" st. and
port 6' 6" x 3' in
1 >assages.

No. 4

Nil.

1 (H. S.) 6' x 3'.

2 (H.S.) 6' 6" x 3'
star, and port in

No. 5

1 (V.S.) 5' 6" x 2'

Nil.

2 (H.S.) 6' x 3' star

passages.
2 (H.S.) 6' 6" x 3'

pass, between boiler

and port in coal

star, and port side

room on centt e line.

bunkers.

of uptake casing in

No. 6

1 (V.S.) 5' 6" x 2' aft

Nil.

2 (H.S.) 6' x 3' star

passages.
1 (H.S.) 6' 6" x 3'

end of passage to

and port in coal

star, bulkhead pock-

engine room on

bunkers.

eted aft to gang-

centre line.

way port above
coal bunker.

No. 7

Nil.

1(H.S.) 5' x ?/ 1".

Nil.

2 (H.S.) 6' 6" x 3'
star, and port in
passageways inside
cabins.

No. 8

2 (H.S.) 5' x 2' 1"
leading to shaft
tunnels.

Nil.

2 (H.S.) 6' 6" x 3'
star, and port in
passageways.

2 H.S.) 6' 6" x 3'

No 9

Nil.

star, and port in

passageways b e-

tween cargo hold

trunk and cabins.

No. 10 H

Nil.

1(H.S.) 4' x 2' fore
end steering comp-
artment.

Nil.

EMPRESS OF IRELAND— STORSTAD COLLISION 5£9

SESSIONAL PAPER No. 21b

All the gearing for working these doors was carried to the upper deck level, and
each door was worked by hand power, a handle or key being provided adjacent to the
working position. All the doors were fitted with sill plates.

CELLULAR DOUBLE BOTTOM.

A cellular double bottom was worked between bulkheads ;1 and 9, 4 feet 6 inches
in depth and 47 feet in breadth at its widest part; its total capacity was 1,522 tons of
water.

APPROPRIATION OF SPACES.

The appropriation of spaces below the upper deck was as follows : —

APPROPKIATION.

SPACES.

Forward of No. 1 or collision bulkhead.

Trimming tank to orlop deck, chain locker to lower deck and store rooms elsewhere.

Between bulkheads Nos. 1 and 2.

Cargo to lower deck. Space above, up to upper deck available for either steerage
passengers or cargo.

Between bulkheads Nos. 2 and 3.

Cargo to lower deck; steerage passengers to main deck; 3rd class passengers above
main deck.

Between bulkheads Nos. 3 and 4.

Deep tanks for stowage of cargo or for water ballast up to lower deck; and 3rd
class accommodation above that deck.

Between bulkheads Nos. If. and 5.

Forward boiler room (to main deck) containing 3 double-ended boilers forward
and one single-ended boiler aft; a coal cross-block was worked at each end, with side
bunkers. The bunker bulkheads throughout were not water tight. These bunkers are
subdivided by a non watertight flat at the height of the lower deck, so that the upper
or reserve bunkers may be utilized when required for the carriage of cargo. The
forward cross block below lower deck level is subdivided at the middle line of ship by
a longitudinal bulkhead pierced by two manholes, each 3 feet deep and 1£ feet wide,
whilst the after block was subdivided at its lower portion by the practically watertight
sides of a middle line passage way communicating with the after boiler room. Above
this passage way, and immediately below the lower deck, a similar passage for steam
pipes was fitted, the two passages being connected by a middle line partition containing
manholes. The total depth of the passageways was about fifteen feet.

Above the main deck there was accommodation for third class passengers-

Between bulkheads Nos. 5 and 6.

After boiler room (to main deck), containing three double-ended boilers aft and
two single-ended boilers forward wijth uptakes leading to after funnel, and having a
cross block at each end, with side bunkers. As in the forward boiler room a non-water-
tight flat was worked at the height of the lower deck, and for the same purpose. The
forward cross-block was subdivided amidships by passages and partitions in a similar
manner to that described for the after block of the forward boiler room, except that
the lower passage way was absolutely watertight from bulkhead No. 5, to the watertight
door at the after end of. passage way. The after cross-block also had a communication
passage through it to the engine room at the stockhold level, a partition lightened by

590 MARINE AXD FISHERIES

5 GEORGE V., A. 1915

manholes joining this passageway to lower deck and above this deck was worked a
steam pipe passage similar to those already described.

Above the main deck the 3rd class dining saloon was situated at the fore end, and
store rooms were located abaft this.

ACCOMMODATION.

Between bulkheads Nos. 6 and 7.

Engine room up to main deck, containing two sets of twin-screw quadruple-expan-
sion engines, with a reserve bunker or cargo space on each side between lower and
main deck; from thence to upper deck the 2nd class bath room, etc., were arranged
abreast engine room casings.

Between bulkheads Nos. 7 and 8.

Cold storage chambers and fresh water tanks up to main deck; 2nd class cabins-
above main deck.

Between bulkheads Nos. 8 and 9.

Cargo up to main deck; 2nd cjass cabins above this deck.

Between bulkheads Nos. 9 and 10.

Cargo up to main deck; 2nd class cabins above this deck.

Abaft No. 10 to stem.

Steering compartment up to lower deck; store rooms above this deck.

Between the upper and shelter decks 3rd class passengers were accommodated at
the forward end. Abaft this, on the starboard side, a range of 1st class passengers'
cabins (inner and outer) extended to the engine room casing, with 2nd class accommo-
dation further aft; on the port side the stewards, engineers and cooks were accom-
modated, with stores, etc. Right aft, on both sides of the ship, the firemen were
berthed, whilst baggage, mail and other rooms were arranged fore and aft at the middle
line. The seamen's quarters were under the forecastle deck.

The houses above the shelter deck contained accommodation for first class passen-
gers, whilst the Marconi house was on the boat deck.

ACCESS TO DECKS.

Provision was made for the necessary means of access to the upper, promenade
and boat decks from the various compartments utilized for the classes of accommoda-
tion carried.

SIDELIGHTS.

The lowest (and partial) range of sidelights was forward in the 3rd class and
steerage quarters on the lower deck. These lights were extra strong ordinary brass
sidelights, 10 inches diameter clear glass, fitted with plugs and hinged cast-iron covers,
A number of these were of the automatic ventilating type. Between the main and
upper decks there -was a complete range of sidelights of the size and types just men-
tioned, (except that those in the 3rd class dining saloon were 12 inches diameter)
whilst those in the forecastle were also 10 inches diameter clear glass. Between the
upper and shelter decks the sidelights were 12 inches diameter clear glass, and between
the shelter and the lower promenade decks 16 inches and 14 inches diameter. In the
deck houses above the lower promenade deck there were rectangular sliding or hinged
windows about 20 inches by 14 inches in the clear.

The minimum heights above the designed water line of the lower edges of the
ranges of circular ports were: —

Ports between lower and main decks 5 feet.

" " main and upper decks 11 "

" " upper and shelter decks 19 "

" shelter and lower promenade decks 27 "

EMPRESS OF IRELAND— STORSTAD COLLISION 591

SESSIONAL PAPER No. 21b

The height first given above was that of the furthest aft of the partial range of
ports; the others are the heights of the ports amidships, so that forward and aft the
ports were higher than indicated above on account of the sheer of the decks.

The vessel was provided with a single plate rudder of partially balanced type,
actuated by Brown's steam steering gear, with telemotor ; the gear was placed right aft
on the orlop deck below water. The rudder was increased in size in 1908, and when
so augmented its area was 227 square feet or 1.53 per cent of the immersed middle
line area. The steering engine was controlled by telemotor from the wheelhouse and
also from the promenade deck aft, an indicator being fitted in wheel house. There
were sufficient boats for all on board, and wireless telegraphy and submarine signalling
apparatus were installed.

The main propelling machinery of the vessel was of the twin screw quadruple
expansion type, each engine having four cranks, with working parts balanced on the
Yarrow-Schlick-Tweedy System. The four cylinders were respectively 36-inch, 52-
inch, 75-inch and 108-inch in diameter with a stroke of 5 feet 9 inches.

Steam was supplied from six double-ended and 3 single ended boilers fitted in two
boiler rooms as previously described.

The maximum seagoing speed of the vessel was about 18 knots, and the machinery
could develop about 18,000 I.H.P.

(b) SS. ' Storstad/

This vessel was constructed by Messrs. Armstrong, Whitworth and Company,
Limited, of Newcastle-on-Tyne, in 1910.

She is 440 feet long between perpendiculars, 58.1 feet beam, and has a moulded
depth of 28 feet 8 inches and a mean draught when loaded of 25^ feet.

The vessel was constructed on the Isherwood longitudinal system. She is divided
into 8 watertight compartments by 7 transverse bulkheads, No. 1, or the collision bulk-
head, being about 24 feet abaft the stem.

A cellular double bottom extends the whole length of the vessel, arranged for
water ballast, and trimming tanks are also fitted in the two compartments at the ends
of the vessel.

The stem of the vessel consists of a forging made in two parts, scarphed and
riveted. The longitudinal frames on each side are about 18 inches apart at the stem,
and corresponding frames on the two sides are secured together by triangular bracket
plates.

The vessel was fitted with two stockless anchors in cast iron hawse pipes, the
flukes projecting 18 inches from the ship's side.

She is capable of carrying about 10,800 tons of coal or cargo at the above mean
draught, and her main propelling machinery consists of a 3 cylinder triple-expansion
engine, of about 4,000 I.H.P., steam being supplied by 3 single-ended cylindrical mar-
ine type boilers capable of giving the vessel an average speed of about 10 knots when
loaded.

She is fitted with a rudder of the ordinary type supported by pintles, which is
capable of being worked both by hand and steam gear.

PART II.

THE TWO STOEIES.

(1) THE STORY OF THE SS. ' EMPRESS OF IRELAND.'

Navigation of the vessel up to the point of sighting the 'Storstad/

The Empress of Ireland left Quebec at about 4.20 p.m. (Montreal time) on the
28th May, in charge of a Quebec pilot, Adelard Bemier by name, with a crew of 420
hands, and 1,057 passengers, and some general cargo, bound for Liverpool.

592 MARINE AND FISHERIES

5 GEORGE V., A. 1915

The master of the vessel was Captain H. G. Kendall, who has held an Extra
Master's Certificate for twelve years, and has been in the service of the Canadian
Pacific Kailway Company for eleven and a half years, during the last six and a half
of which he had been in command of ships of that company. He first took command
of the Empress of Ireland on May 1st, 1914, at Halifax, N.S. In addition to the
captain, there were six certificated officers, of whom four held Master's Certificates,
and two Mate's Certificates. The Engineers were twelve in number, of whom we were
informed that eleven held first-class certificates, though only four were credited with
such certificates in the Articles. The crew was constituted as follows: Deck
Department, 59, including officers; engine room department, 130; and victualling de-
partment, 222. In addition to these there were four supernumerary engineers, and
five musicians.

From 12 to 4 a.m. on the morning of May 29, it was the first officer's watch, the
third officer being associated with him to form a double watch. The captain himself,
however, remained on the bridge and had charge of the navigation of the vessel. In
addition there was a quartermaster at the wheel, and another quartermaster (Murphy),
and a deck boy standing by. Of these six persons only the master, first officer and
Murphy survive.

It was a beautiful and clear night with a young moon and stars shining; but
before reaching Father Point, a slight fog had been met on two occasions (1) between
Red Island and Bic, and (2) between Bic and Father Point, on both of which occa-
sions speed was reduced to half speed and slow, and the whistle was used.

The pilot was dropped about a mile north of Father Point gas buoy, at about
1.20 a.m., the weather being then fine and clear. A course of N. 47 E. magnetic was
then set in order to obtain an offing from the shore, and the vessel proceeded to sea at
full speed, which the master states was between 17 and 18 knots an hour.

After the vessel had been running on this course for a little time, the Cock Point
gas buoy was sighted by the lookout in the Crow's nest and reported, and shortly
afterwards, just before getting Cock Point on the beam, the masthead lights of a
steamer, which subsequently proved to be the Storstad, were sighted between three
and four points on the starboard bow, approximately six miles away, the weather at
that time being fine and clear.

Navigation from moment of sighting the ' Storstad ' until the fog intervened.

After running on the course N. 47 E. magnetic for about eighteen minutes, to
a point at which Cock Point buoy was about two and a half miles away on the star-
board beam, and about four and a half miles from Father Point, Captain Kendall, con-
sidering that he had made the necessary offing from the shore, altered his course to
K 76 E. by compass, or N. 73 E. magnetic, with the object of proceeding down the
river. When this change had been carried out, the masthead lights of the Storstad
were still visible, about a point or a point and a half on the starboard bow, about four
miles away, and it was intended to pass the vessel starboard to starboard.

At this moment Captain Kendall, going to the higher bridge, verified the heading
of the ship by the standard compass and took the bearing of the lights. He stated that
he found that the Storstad lights were bearing N 87 E by compass, 11 degrees on his
starboard bow, and that her course would therefore take her easily to starboard of his
ship.

A little later Captain Kendall returning to the navigation bridge, sighted the
green light of the Storstad off his starboard bow, and about the same time a fog bank
was seen coming off the land, and dimming the lights of the Storstad.

NAVIGATION IN FOG.

As soon as the fog began to affect the Storstad3 's lights the engines of the Empress
of Ireland were stopped, and put full speed astern, and her whistle was blown three
short blasts signifying that this had been done.

EMPRESS OF IRELAND— STORSTAD COLLISION 593

SESSIONAL PAPER No. 21b

About a minute later the fog shut out the lights of the Storstad which were then
seen bearing about one point on the starboard bow. A prolonged blast of the Storstad's
whistle was heard about 2 points off the starboard bow of the Empress of Ireland, sig-
nifying that the Storstad had way upon her, and the sound appeared to come from
about a mile or a mile and a half away. The Empress of Ireland then blew a series of
three short blasts. A prolonged blast from the Storstad was again heard about four
points off the starboard bow of the Empress of Ireland.

At about this time the Empress of Ireland being at a standstill in the water and
heading about N 76 E by compass or N 73 E magnetic, her engines were stopped and
two long blasts sounded on the whistle, signifying that she was stopped and had no
way upon her. Another prolonged blast was heard from the Storstad still on the star-
board bow, apparently about six points, and about a mile away. The whistle of the
Empress of Ireland thereupon again sounded two long blasts. As the position of the
sounds heard from the Storstad was broadening first from two points to four and then
from four to six, Captain Kendall supposed the relative positions of the two ships to
be perfectly safe.

THE COLLISION.

Yery soon after the Empress of Ireland had blown the second set of two long blasts,
the mast head lights and the two side lights of the Storstad were seen by Captain
Kendall about 100 feet away, almost at right angles to the Empress of Ireland, and
approaching at a fast speed.

Captain Kendall by megaphone hailed the Storstad to go full speed astern, and
at about the same time the Storstad was heard to begin sounding three short blasts,
the third of which sounded as the Storstad struck the Empress of Ireland, as mentioned
in the next paragraph.

In the hope of possibly avoiding or minimizing the effect of a collision the engines
of the Empress of Ireland were ordered full speed ahead, and her helm was ordered hard
a-port; but the Storstad continuing to come on at a fast speed of about 10 knots struck
the Empress of Ireland amidships and penetrated through her steel decks to the extent
of 15 to 20 feet. The angle of the two ships at the moment of collision was about 7
points.

The engines of the Empress of Ireland were immediately stopped, and the Storstad
was requested, by megaphone, to go full speed ahead. The ships, however, after a few
seconds, separated and orders were given to put the engines of the Empress of Ireland
full speed ahead, with a view to beaching the vessel, which at that moment was list-
ing heavily to starboard. Steam, however, failed, the engines stopped, and the lights
went out. The vessel continued to list and, about fifteen minutes after the collision,
foundered. She was then heading S E by compass, i.e., substantially to starboard of her
course. The locality was about 6£ to 6| miles east of Father Point, and the time of
the collision was about 1.55 a.m. (Montreal time.)

(2) THE STORY OF THE STORSTAD.

Navigation up to the point of sighting the "Empress of Ireland."

The SS. Storstad was running on time charter for the Dominion Coal Company,
and at 12.30 (Montreal time) of the morning of the collision was abreast of Metis
Point, on a voyage from Sydney, Nova Scotia, to Montreal, with a cargo of between
10,000 and 11,000 tons of coal. The watch was being kept by the Chief and Third
Officers, there was a quartermaster at the wheel, a lookout man forward, and another
A.B. standing by on deck. The Chief Officer, Mr. Toftenes, who has held a Norwegian
master's certificate for about seven years, had served as an officer on the vessel for 3^
years, and had been Chief Officer for about five or six weeks before the casualty occurred.
The Third Officer, Mr. Saxe, has held a mate's certificate for two years, and had served
as mate for 14 months, of which 13 had been spent on the Storstad. The vessel was

216— 38-

594 MARINE AND FISHERIES

5 GEORGE V., A. 1915

under the command of Captain Thos. Andersen, who had given standing orders to the
Chief Officer that he was to be called in case of fog, and that in any case he was to be
called six miles before the ship reached Father Point to take on the pilot.

Abreast of Metis Point, the estimated distance of the Storstad from the shore was
about four miles, a course was laid of W. I S magnetic, and the ship ran, by the patent
log six knots through the water, this distance, being however, subject to a slight allow-
ance in respect of the tide. The course was then changed to W. £ S magnetic, and the
ship ran by the patent log, five knots. Shortly afterwards , about 1.30 a.m. the course
was changed to W by S. Just before the change was made, or just after, the masthead
lights of the Empress of Ireland were seen approximately two points on the port bow
of the Storstad, about 6 or 7 knots away. They were at that time open to starboard.

NAVIGATION FROM MOMENT OF SIGHTING ' EMPRESS OF IRELAND' TILL FOG INTERVENED.

Six or seven minutes after sighting the masthead lights, the green side light of the
Empress of Ireland was seen about a point and a half on the Storstad's port bow,
apparently from 3 to 5 miles away. The Empress of Ireland was showing her green
light for an interval, and was then seen to make a change in her course. Her mast-
head lights came into a line, and she showed both the green and the red side lights.
The Empress of Ireland then continued to swing to starboard, shutting out the green
and showing only the red light about a point or a point and a half on the Storstad's
port bow. This light was shown for from 2 to 4 or 5 minutes, and was only shut out
from the observation of the Storstad by the fog. When the fog intervened, the Empress
of Ireland was still one and a half to two points on the port bow, and was about two
miles away. The chief officer of the Storstad assumed that it was her intention to
pass him port to port, and if the relative positions of the vessels at this moment had
been maintained they would have passed red to red with ample room.

NAVIGATION IN FOG.

When the Empress of Ireland was enveloped in the fog, she was heard to blow a
signal of one prolonged blast on her whistle. The Storstad answered the signal with
one prolonged blast. One or two minutes later the Storstad was enveloped in the fog,
and the chief officer ordered his engine to ' slow ', and after one or two minutes to
stop. According to the third mate, there was a second exchange then of prolonged
single blasts between the two steamers, but the chief officer himself is not sure whether
a second prolonged blast was ever heard from the Empress of Ireland. It is agreed,
however, that a little later a signal of 3 short blasts was heard from the Empress of
Ireland, and answered by one long whistle, signifying that the Storstad had way upon
her. Saxe, the third mate admits further that there was a second series of three short
blasts from the Empress of Ireland, and states that it was answered by one prolonged
blast from the Storstad.

A little later the chief officer of the Storstad in order to counteract the influence
of a current upon the heading of his vessel, ordered the wheel to be ported. This was
done but the vessel did not answer, and the third officer then put the wheel hard over to
port himself to make sure that it should go all the way. Still the Storstad did not swing;
and then, finding that his vessel had lost steerage way, the chief officer ordered a signal
to be blown of two long blasts, to show that his vessel was not under steerage way.
About the same time in order that his vessel might not become entirely unmanageable,
he gave a signal on the telegraph ' slow ahead \ It was not till this order had been
given that the chief officer called the captain and told him it was getting foggy. The
Captain asked if Father Point could be seen, and the chief officer replied that it had
just been shut out by the fog. No mention was made of any vessel in the vicinity.

Captain Andersen went on the bridge and found by the compass that his course
was W. by S. \ S. (W. by S. magnetic) and an instant later saw a masthead light about
3 points or perhaps a little more on his port bow, moving at a fast pace across the

EMPRESS OF IRELAND— STORSTAD COLLISION 595

SESSIONAL PAPER No. 21b

Storstad's course from port to starboard. He immediately ordered the engines full
speed astern.

THE COLLISION.

Captain Andersen estimates the distance of the Empress of Ireland when first
sighted to have been from 600 to 800 feet. Immediately after the masthead light he
saw the green light, and a few moments (Captain Andersen says half a minute) after
the Empress of Ireland was first seen, the vessels came together. The angle made by
the starboard side of the two vessels was approximately three points.

Captain Andersen heard a hail thro'ugh a megaphone from the Empress of Ireland
telling him to go ahead full speed, and he shouted back ' I am going ahead full speed '.
He instantly ordered his engines full speed ahead at the moment of the contact ; but he
states that, owing to the pace at which the Empress of Ireland was moving it was quite
impossible for him to keep his stem in the wound, and that his bow was swung to
starboard until the two vessels were almost parallel. So much was he swung round
that he was afraid the Empress of Ireland would hit his port bow, and in order to
bring his heading back towards the land he put his helm hard-a-port, ordered his
engines ahead and made a complete circle. The Empress of Ireland had meantime
disappeared in the fog, and he blew a number of whistle signals to ascertain her where-
abouts; but got no answer.

It was about 8 or 10 minutes after the collision before he got his first idea of her
whereabouts through hearing a chorus of cries from people in the water. He there-
upon manoeuvred his vessel as close to the Empress of Ireland as he dared, and at the
earliest possible moment his four boats were lowered.

The collision took place at about 2.06 a.m. and his heading at the moment of
contact was W. by S. magnetic.

PART III.

WHICH SHIP WAS TO BLAME.

The question as to who, if anyone, is to blame for the collision in this case de-
pends largely on which of the two stories put forward by the respective owners of the
vessels is to be accepted. The main difference between the two stories is to be fourjd
in the description of the way in which the two vessels were approaching each other at
the time the Empress of Ireland changed her course, after having obtained an offing
from Father Point.

Father Point is the place at which the Empress of Ireland, the outward bound
ship, had dropped her pilot, it is also the place at which the Storstad, the inward
bound ship, was to pick up her pilot. It is situated on the south side of the river.

The witnesses from the Storstad say they were approaching so as to pass red to
red; while those from the Empress of Ireland say they were approaching so as to
pass green to green. The stories are irreconcilable and we have to determine which
is the more probable. Times, distances and bearings vary so much even in the evi-
dence from witnesses from the same ship, that it is impossible to rely or to base con-
clusions upon them. We have, therefore, thought it advisable to found our conclu-
sions almost entirely upon other events spoken to by the witnesses and upon their
probable sequence in order to arrive at a solution of the difficulty.

While the Enquiry was proceeding and before the position of the wreck had been
ascertained, the Court asked Captain Kendall and Mr. Toftenes, the Chief Officer of
the Storstad, to mark on a chart the place at which they thought the collision had
taken place, and they did it. They were in reasonable agreement ; but they were both
wrong, possibly to some extent because the chart used was a small scaled chart and it

21b— 38i

596 MARINE AND FISHERIES

5 GEORGE V., A. 1915

was difficult for the witnesses to be precise. But the position of the wreck has now
been definitely ascertained. It is lat, N 48° 37' 30", long. 08° 22' 0", to the south of"
both the points marked, and in our opinion that position fixes with sufficient accu-
racy the spot where the collision took place.

Upon the Empress of Ireland leaving Father Point, her course was N 47 E
magnetic. This is a usual course. Her engines had been put at full speed; but we
think that she probably never reached that speed at any time before the collision.
Her maximum speed was probably at no time more than 14 or 15 knots. Later on,
her course was altered under a port helm to N 73 E magnetic. The exact point at
which this change was made is uncertain; but it was a customary change for out-
ward bound vessels. It was shortly before this change that the two vessels first sighted
each other, and they were then at a distance of six to eight miles apart. This was
about 1.30 a.m. (Montreal time) and at about this time the Storstad set a course of
west by south from which the witnesses from that vessel say she was never subsequent-
ly changed. The bearings of the two vessels, one to the other, are matters of uncer-
tainty ; but both agree that neither at this time nor at any time before the lights were
shut out by the fog which subsequently surrounded them, did their relative positions
involve risk of collision. The Empress of Ireland, according to her own account, had
been a crossing ship; but at such a distance as to involve no risk of collision, and be-
fore the fog shut out the Storstad lights, she had, according to Captain Kendall,
ceased to be a crossing ship, and was safely green to green. According to Mr. Tofte-
nes, the Empress of Ireland was a crossing ship until she altered her course to N
73 E magnetic, when, he claims that she ceased to be a crossing ship, and made a
course towards the Storstad which brought the two ships red to red. This manoeuvre
is said by Mr. Toftenes to have taken place when the two ships were about li to 2
miles apart, and is described by him in these words ' as far as I could see she was then
just keeping on my port side — going clear on my port side', intending to pass port
to port, and leaving ample room if both ships kept their courses.

After carefully weighing the evidence we have come to the conclusion that Mr.
Toftenes was mistaken if he supposed that there was any intention on the part of the
Empress of Ireland to pass port to port, or that she, in fact, by her lights manifested
the intention of doing so ; but it appears to us to be a mistake which would have been
of no consequence, if both ships had subsequently kept their courses.

Shortly after the ships came into the position of green to green, as claimed by
Captain Kendall,— or red to red,— as claimed by Mr. Toftenes,— the fog shut them
out from each other, and it is while they were both enveloped in this fog, that the
course of one or the other was changed, and the collision brought about. From the
evidence adduced on behalf of both vessels, it is plain that before the fog, and when
they last saw each other there was no risk of collision if each kept her course.
Therefore the question as to who is to blame, resolves itself into a simple issue, namely
which of the two ships changed her course during the fog.

With reference to this issue, it will be convenient to deal with the evidence con-
nected with the Empress of Ireland first.

No witness speaks of having seen her make any change of course during the fog,
and those who were on board, engaged in her navigation, distinctly deny that any
change whatever was made. The question which naturally arises, is, why should she
change her course? She had been set on the proper course for her voyage, and she
was in a thick fog, and it was her duty to keep her course. What object could be
served by changing her course? Mr. Haight, the counsel for the Storstad, felt this
difficulty, and he set up more than one theory to explain the suggested change. He
was at first of opinion that some one on board had starboarded the wheel. He said
' It is my idea that one man, perhaps the second mate ordered his wheel ported, and
that another man ordered the wheel starboarded', and when asked why? he says, 'It
is exceedingly difficult to say why, unless the position was supposed to be safe, and

EMPRESS OF IRELAND— STORSTAD COLLISION 597

SESSIONAL PAPER No. 21b

the fog shut us out, and the course was going to take them a little out of their or-
dinary way, and the big steamship said ' we have speed enough and room enough, and
we can cross his bow'. Later on in the case the Captain of the Storstad when under
examination, was asked by the Court whether he could suggest a reason for the alleged
change of course of the Empress of Ireland and his answer was 'I cannot say; but
I might think when the fog set in the ship was trying to get farther out in clear
weather/

There is, in our opinion, no ground for saying that the course of the Empress of
Ireland was ever changed in the sense that the wheel was wilfully moved; but as the
hearing proceeded another explanation was propounded, namely, that the vessel
changed her course, not by reason of any wilful alteration of her wheel; but in conse-
quence of some uncontrollable movement which was accounted for at one time on the
hypothesis that the telemotor steering gear was out of order, and at another by the
theory that having regard to the fulness of the stern of the Empress of Ireland the
area of the rudder was insufficient. Evidence was called in support of this explana-
tion. It is not necessary to examine this evidence in detail. The principal witness on
the point as to the steering gear was a man named Galway, one of the quartermasters
on the Empress of Ireland. He had made two voyages on this ship. He stated that
on one occasion going up the river, and while he was at the wheel in a narrow pas-
sage below Quebec, called the Traverse, the vessel behaved in an extraordinary manner,
sheering to port against a port wheel, and only missing by 40 feet, a schooner which
was approaching. He further stated that between 8 and 12 o'clock on the evening of
the 28th of May, when the Empress of Ireland was going down the St. Lawrence, an
incident of a different kind occurred, viz: that when he put the wheel over to port
1 the gear jammed for the matter of a few minutes ' and he had to pull it in order to
make it work again. Another similar incident, he said, occurred in his previous
voyage when the vessel was in the Mersey. He said that he reported the jamming
incident to Williams, the second officer on the bridge (who was drowned) and to the
pilot, Bernier. He said that he also mentioned the matter to Quartermaster Murphy
who relieved him at midnight. Pilot Bernier and Murphy were called and denied
that Galway had made any complaint whatever to them about the steering gear. It
further appeared that he had given a statement to some newspaper reporter about the
collision, and that he had given a very full account of it to the solicitor for the owners
of the Empress of Ireland; but that he had not mentioned the steering gear to either
of them. Galway gave his evidence badly and made so unsatisfactory a witness that
we cannot rely on his testimony. Some evidence was called, however, to confirm
Galway. This was the evidence of three men and the pilot from another Norwegian
collier, called the Alden, a boat under time charter to the Dominion Coal Company,
who were the charterers of the Storstad. These witnesses spoke to having passed the
Empress of Ireland on her way down the river, about 9.20 (Montreal time) on the
evening of the 28th May, and they said she was swinging and steering badly, changing
from red to green several times. The witnesses do not speak of any behavior of the
vessel which would suggest ' jamming,' and it is to be observed that the allegation that
the vessel sheered from side to side on this occasion, is entirely different from the
allegation of Galway that the wheel jammed, an event which so far from making the
vessel swing from side to side, would keep her head swinging one way.

On the other hand we have the evidence from the officers on board the Empress
of Ireland, and of her pilot, all of whom affirmed that the steering gear was in perfect
order, and worked well.

A further point that was made by Counsel for the Storstad was an admission by
Murphy, the quartermaster of the Empress of Ireland. He said with reference to the
wheel that, ' It might be that it does not catch, and what you have to do is to put
your wheel back amidships, and give it the helm, and it will catch on right away.'

598 MARINE AND FISHERIES

5 GEORGE V., A. 1915

He stated, however, that this had only occurred once during the 4 years and 5 months
for which he had been quartermaster of the Empress of Ireland. We do not attach
any importance to the incident.

On the whole question of the telemotor steering gear we are of opinion that the
allegations as to its condition are not well founded. We have consulted our advisers
and they concur in this opinion.

Then a suggestion was made that the area of the Empress of Ireland's rudder,
having regard to the fulness of her stern, was not large enough to enable the ship to
steer well. We mention this to show that we have not overlooked it; but we dismiss it
from further consideration inasmuch as we are satisfied that here too no real com-
plaint can be made against the steering of the ship.

This disposes of the evidence put forward in support of the suggestion that the
Empress of Ireland changed her course by reason of circumstances which were beyond
the master's control.

It is necessary, however, to refer to a manoeuvre of the Empress of Ireland, com-
menced when the lights of the Storstad first began to grow dim in the fog, and con-
tinued for some uncertain time after. This manoeuvre consisted of reversing her
engines full speed astern. That this manoeuvre was in fact executed we have no doubt.
It was evidenced by appropriate whistle signals from the Empress of Ireland which
were heard by the Storstad. When Captain Kendall was asked to give his reason for
his order to put his engines full speed astern, he explained to us that knowing the
Storstad was in the vicinity he wished to take the way off his ship and bring her to a
stationary condition. He thought this a prudent course. It was said on behalf of the
Storstad that the order was probably given because the Empress of Ireland had
become unmanageable by reason of her defective steering gear. We cannot accept
this suggestion; but we do think the stopping evidences uneasiness on the part of
Captain Kendall and a consciousness that his ship was possibly in too close proximity
to the tftorstad. We think that he would have been better advised if he had given the
Storstad a wider berth, and had navigated his ship so as to pass the Storstad at a
greater distance on his beam than he originally intended. We do not think, however,
that his stopping, which was really done for greater caution, can be said to have been
an unseamanlike act, nor do we consider his failure to give the wider berth as a con-
tributory cause of the disaster.

It is now necessary to consider the position and conduct of the Storstad with the
view of ascertaining whether it was she who changed her course.

It is admitted that those on board the Storstad did that which in ordinary cir-
cumstances would change her course, and that they did it in the fog shortly before
the accident. They ported, and they hard-a-ported the Storstad's helm. Assuming
that she answered to this hard-a-port helm the effect would be to bring her head round
to starboard in the direction of the Empress of Ireland, and if she continued under
this helm the effect would be to bring her into collision with the Empress of Ireland.
It was said, however, that the porting of the helm although done while the ship was
in the fog, was an act of prudent navigation, because it was done to counteract the
effect of a current which exists in the locality ; and it was further said that by reason
of this current and by reason of the fact that the Storstad had little or no way on her,
the porting had no effect on her course, which remained W by S as it had been for half
an hour or more before. We are unable to accept this view. Mr. Haight, in his state-
ment made to us before any evidence was called, informed us that Mr. Toftenes, who
was in charge of the Storstad, had explained to him that the object of porting the helm
was to ' make sure of ample room,' and this is no doubt true. No current was then
mentioned. Then the character of the damage done to the Storstad bow (which we
have seen) satisfies us that considerable way must have been on her at the time she
dealt the blow on the Empress of Ireland's starboard side. Captain Kendall said that

EMPRESS OF IRELAND— STORSTAD COLLISION 599

SESSIONAL PAPER No. 21b

at the time of the collision his ship was lying in the water, stopped dead, and that
therefore no movement of his ship contributed to the force of the impact. This is
perhaps doubtful. We think that although his engines had been reversed for some
minutes, Captain Kendall may be mistaken in supposing that way had been entirely
taken off his ship, and it is possible, therefore, that to some extent her movement may
have contributed to the force of the blow. But the fact remains that the Storstad
ported her helm and changed her course, and so brought about the collision.

It may be asked what induced the men in charge of the Storstad — Mr. Toftenes
and Mr. Saxe — to port and to hard-a-port the helm? The explanation is fairly plain.
They believed (wrongly as it turned out) that the Empress of Ireland was passing
their ship red to red. They wanted, as Mr. Toftenes said to Mr. Haight when he gave
his first version of the story ' to make sure of ample room/ and they ported in order
to secure it. Unfortunately the Empress of Ireland was passing green to green rod so
far from the porting securing more ample room, it brought the vessels into closer
proximity, and then into collision.

We are further of opinion that Mr. Toftenes, the officer in charge of the Storstad,
was negligent in omitting to call the captain when the fog was coming on. At this
time the captain was asleep in his room ; but he had left orders that in the event of fog
coming on he should be called to the deck, and there was a standing order on his ship
to this effect. It is of the last importance that when a ship encounters a fog her navi-
gation should be in the control of a man of experience and of judgment. In this case
no step was taken to bring the captain to the deck until too late. The captain is the
man who ought to have been there. Mr. Toftenes says that he thought there was no
danger and therefore that it did not matter. He was wrong; there was danger, and
any way it was his duty to obey the order which he had received to call the captain
when the fog came on.

We regret to have to impute blame to any one in connection with this lamentable
disaster and we should not do so if we felt that any reasonable alternative was left to
us. We can, however, come to no other conclusion than that Mr. Toftenes was wrong
and negligent in altering his course in the fog, as he undoubtedly did, and that he was
wrong and negligent in keeping the navigation of the vessel in his own hands and in
failing to call the captain when he saw the fog coming on.

It is not to be supposed that this disaster was in any way attributable to any
special characteristics of the St. Lawrence Waterway. It was a disaster which might
have occurred in the Thames, in the Clyde, in the Mersey or elsewhere in similar cir-
cumstances.

Such is the conclusion at which we have arrived on the question as to who was
to blame for the disaster. But a question of much greater public interest and impor-
tance remains to be considered, viz. : why the ship sank so quickly, and what steps, if
any, can be taken to prevent the terrible consequences which so often follow from such
disasters.

PART IV.

CAUSE OF RAPID SINKING OF THE SHIP.

Were the Watertight Doors and Ports in the ' Empress of Ireland ' Open or shut

at the Time of the Collision.

watertight doors.

Definite evidence was given to show that the vertical sliding watertight door pro-
viding communication between engine room and after boiler room at the stokehole
level was effectively closed after the collision took place; but no information was avail-
able as to whether the reserve bunker doors higher up on the same bulkhead, or that on

600 MARINE AND FISHERIES

5 GEORGE V., A*. 1915

the forward bulkhead of the fore boiler room, between the lower and main decks, con-
necting the reserve bunker with the steerage passenger or cargo space, were open
or shut, although it is presumed they were shut. An unsuccessful attempt was made
to close the vertical sliding door between the two boiler rooms at the stokehole level,
but no evidence was available with reference to the two doors on the same bulkhead
between the lower and main decks.

Immediately above the main deck, as set out in the detailed statement of the
vessel's construction, at least one horizontal sliding watertight door was fitted in each
of the bulkheads numbered 3 to 9, and no evidence was forthcoming to show that any
of these doors were closed at the moment of the collision. It was stated that some of
the doors on the port side were closed after the collision, as the gear for actuating
these were adjacent to the steward's quarters and readily accessible; but attempts
made to close the starboard door of the 3rd class dining, saloon, and the door on the
same side of the ship at the fore end of the 2nd class accommodation, were ineffectual.

The door last-named was vitally important, since it was in a bulkhead which com-
pleted, above the main deck, the watertight bulkhead at the after end of the boiler
compartments. It may be mentioned that the operation of closing the doors on the
port side would be facilitated by any list to starboard, the arrangement being such
that the weight of the door under the circumstances mentioned tended to close it; but
the contrary was true of those on the starboard side. One witness mentioned that he
either heard or saw some gear for closing watertight doors working, and from his posi-
tion at the time, it is possible that the door at the after end of the 2nd class lavatory
accommodation on the starboard side was closed.

Practically all the doors between main and upper decks must necessarily have
been open under ordinary circumstances for convenience of communication between
cabins and dining saloons, etc., and therefore in view of the fact that the only two known
attempts to close doors on the starboard side were unsuccessful, it seems practically
certain that other attempts on that side, if made, had a similar result, and that nearly
all the watertight doors on the starboard side between main and upper decks remained
open after the collision.

PORT HOLES OR SIDELIGHTS.

It was stated in evidence that all the lower ports would be closed at the time of the
collision, whilst others higher up would be open. Other evidence showed that Borne
ports in cabins between the main and upper decks were closed some hours before the
collision, and that others in the alleyways between the same decks were open at that
time. It is certain that some ports at this level were open after the collision, for one
passenger, in the 3rd class accommodation forward, deposed to being awakened by
water falling on his bed from the open porthole, and others testified to seeing water
pour through port holes in alleyways and elsewhere near the after end of the ship.

Evidence was also forthcoming to show that water entered through open ports in-
side between the upper and shelter decks.

NATURE AND EXTENT OF THE DAMAGE RESULTING FROM THE COLLISION, AND POSITION AT WHICH

'EMPRESS OF IRELAND' WAS STRUCK.

So far as the Empress of Ireland is concerned, no direct evidence as to the extent
of the damage was available since no survivor from the Empress of Ireland nor any-
one from the Storstad has testified to having seen the torn side of this vessel. Divers
rtport that the sunken liner is lying on her starboard side at a considerable inclination
from the horizontal, and with her starboard bilge buried in mud. No examination
of the damage has been possible up to the present time, and the engineer in charge of
the diving operations considers such examination a very hazardous and perhaps impos-
sible undertaking. Information on this point can therefore only be gathered from an

EMPRESS OF IRELAND— STORSTAD COLLISION 601

SESSIONAL PAPER No. 21b

examination of the damaged bow of the Storstad. This vessel was more extensively
damaged on the starboard than on the port bow, as first contact with the Empress of
Ireland was made on that bow; bnt on the port side also the injuries were severe.

The shelter deck of the Storstad apparently entered just 'below the shelter deck of
the Empress of Ireland, the stem head of the former above the shelter deck being
broken off. The vertical depth of the hole made in the side of the Empress of Ireland
must have been approximately 46 feet, about 26 feet of this being below water at the
time of the collision. It is not possible to determine the lateral dimensions of the aper-
ture, as there may have been some longitudinal ripping action, which would produce a
wider hole than one caused by a single direct blow. But, excluding such action and
estimating the size of the hole from the position of the limiting marks of injury on
Storstad, the conclusion has been reached that the area below water of the hole made
in the side of the Empress of Ireland was, immediately after the collision, no less
than 350 square feet.

The position at which the Storstad came into contact with the Empress of Ireland
can be determined with some precision. In the first place a cabin number plate (No.
328) from the last named vessel, was found after the collision on the shelter deck of the
Storstad, near the stem. The cabin bearing this number was an outer one situated
between the upper and shelter decks of the Empress of Ireland slightly abaft amid-
ships, the door being 7 feet in from the side. Further, the engineer on watch in the
forward boiler room stated that 20 seconds after the collision 'water rushed through
the starboard No. 2 bunker', entering the stokehole through the full area of the bunker
doorway ; whilst the engineer on duty in the after boiler room noticed water pouring in
in large volume out of the forward bunker door on the starboard side almost imme-
diately after the shock of the impact was felt.

From these facts it is clear that the Empress of Ireland was damaged in the
immediate vicinity of the water tight bulkhead fitted between the two boiler rooms,
whilst the stem of the Storstad must have penetrated into the side of the Empress of
Ireland sufficiently far to reach the door of the cabin before mentioned. This door
was 16 feet abaft the bulkhead, the watertightness of which was destroyed.

EFFECT OF THE COLLISION ON THE STABILITY OF THE 'EMPRESS OF IRELAND'.

Just before the collision, the mean draft of the vessel was 27 feet ; she was carrying
1,160 tons of cargo, 2,300 tons of coal, and all the double bottom tanks were filled with
either fresh or salt water. Her metacentric height under these circumstances was just
over 40 inches, and with all port holes closed her stability at large angles of keel was
ample.

The immediate effect of the damage referred to above was to destroy the water-
tightness of the bulkhead dividing the two boiler rooms, and to place these compartments
(with a combined length of. 175 feet) in communication with the sea. From an exam-
ination of the damage done to the bow of the Storstad it has been estimated that the
area of the hole made in the side of Empress of Ireland was sufficient to allow an initial
inflow of water into the vessel of 265 tons per second, supposing such inflow unob-
structed. Coal and other obstructions would lessen this rate, but it is certain that in
a very short time both boiler rooms would be entirely flooded up to the water level
outside, as from the evidence is known to have been the case. Flooding these compart-
ments involved a mean sinkage of practically 9 feet, and assuming, in the first place,
that the water as it ro.se in these compartments was symmetrically distributed with
reference to the middle line of the ship, this sinkage would take the main deck 4 feet
below the water at amidships, and this deck would be below water throughout its length
except for a comparatively short portion forward. Under these conditions of damage
the ship would still have had a metacentric height of just over two feet, and would
have continued to float upright had the water tight doors in bulkheads above the main

602 MARINE AND FISHERIES

5 GEORGE V., A. 1915

deck bounding the damaged length been closed. Under the actual conditions prevail-
ing at the time of the collision, however, with the side of the vessel, where struck
open to the sea above the main deck, and with bulkhead doors on the starboard side of
that deck open, water could find its way freely over that deck, thus wholly destroying
the vessel's stability and causing her to capsize and founder.

For convenience of description it has been assumed in the foregoing that the
entering water was distributed symmetrically with reference to the middle line of the
ship, but initially this was certainly not the case. The Storstad penetrated the star-
board side of the Empress of Ireland at the cross coal bunker fitted between the two
boiler rooms, this cross bunker being subdivided athwartships by the water-tight bulk-
head separating the boiler rooms. This bunker was also divided at the middle line
of ship, below the lower deck level, by longitudinal water-tight or dust-tight com-
munication and steam pipe passages, connected by a non-water-tight partition. The
part of this cross block which was in the forward boiler room was connected on the
starboard side to a longitudinal bunker running to a cross-block at the forward end of
that room, this latter being divided below the lower deck and at the middle line of
ship, by a non-water-tight longitudinal partition. Very similar arrangements existed
abreast the after boiler room, details of these being given in the portion of this report
which deals with the construction of the ship. The bunker bulkheads of this vessel, in
accordance with usual practise, were not water-tight. It may be added that the ar-
rangement of coal was practically symmetrical with reference to the middle line of
ship.

There is no evidence that the Storstad destroyed any portion of the bunker bulk-
heads, so that very shortly after the impact a large quantity of water must have entered
the bunkers on the starboard side for the whole length of the boiler rooms, which
water was able to escape only through bunker doors into the boiler rooms and rela-
tively slowly also across the middle line partitions in coal bunkers to the port side of
the vessel. Under these circumstances the ship would at once commence to list to
starboard, the precise angle of inclination at any time being dependent upon the actual
rate of inflow of water and the rate of its distribution across the ship. In the absence
of this information a close estimate of the list is not possible; but making reasonable
approximations an inclination of some 15 to 20 degrees appears probable under these
circumstances. From such a list the vessel might have recovered as the water got to
the port side, if all port holes, and all watertight doors in bulkheads bounding the
boiler compartments up to upper deck, had been closed; but with doors and sidelights
open to the extent known to have obtained after the collision, water was free to enter
other compartments and the final capsizing and foundering became inevitable.

Thus, summarizing the foregoing, it will be seen that whilst the entry of water
on the starboard side naturally induced a tendency to heel to that side, the heeling
effect was increased by the fact that the bunker bulkheads retarded the free flow of
water across the ship. Very shortly after the collision the vessel must, for this reason,
have listed to a considerable angle, and this, combined with the bodily sinkage of the
vessel, would speedily immerse the side ports known to be open between main and
upper decks. As the sinkage, due to the entry of water through the injured side and
through the port holes, continued, water would, under the actual circumstances
existing at the time of the collision, obtain free access to the main deck, with the
results already indicated.

EMPRESS OF IRELAND—STORSTAD COLLISION
SESSIONAL PAPER No. 21b

603

PART V.
LIFE SAYING APPLIANCES.

MEASURES TAKEN TO SAVE LIFE.

According to the Board of Trade Surveyor's Certificate, the Empress of Ireland
provided with the following boats : —

No. and Description.

Materials.

Contents

Cubic Feet.

No. of Persons

to
Accommodate.

Steel

Wood and canvas . .

7,640
9,200
1,747

764

20 Englehardt boats

920

4 Berthon boats

176

Total

18,587

1,860

It was stated in evidence that there were also two other Berthon boats on board,
having a combined carrying capacity of 105 persons.

All the lifeboats, eight on each side of the ship, were under davits, fourteen of
them being on the boat deck and two on the lower promenade deck at the after end of
the vessel. They were distinguished by odd numbers on the starboard side and even
numbers on the port side.

Under each steel lifeboat there was placed an Englehardt boat, and four other
Englehardt boats were stowed on the after lower promenade deck.

The Berthon boats were on the boat deck, two on each side of the ship abreast of
the Marconi wireless house, and one on each side of the engine room skylight.

All the above mentioned boats appear to have been in good order, and were pro-
vided and fitted with their necessary gear and equipment; but none of them were
furnished with patent lowering or detaching gear.

For other life saving appliances, she was supplied with 24 lifebuoys, which were
disposed about the bridge and rails, floating lights being attached to half that number,
and 2,212 lifebelts, of which 150 were for children. The lifebuoys and lifebelts were
in good order. In each passenger cabin throughout the ship, there were sufficient life-
belts for the number of persons accommodated therein, and the lifebelts for the mem-
bers of the crew were available in their respective quarters.

On the 15th of May, 1914, the vessel, when about to take her departure for Que-
bec, was cleared at Liverpool by Mr. Thomas E. Thompson, emigration officer, and in
a report made by him to the Board of Trade, dated the 4th of June, 1914, he states that
on examining the crew, who were mustered on the saloon deck, he found that each man
had a badge pinned to his coat showing the number of the boat to which he belonged,
and that the sailors were so divided as to provide at least two for each boat under
davits.

As soon as the muster was over, the bugle was sounded, and all hands repaired
to the boat deck, and the order " Out all boats " was given. The whole of the boats
under davits, sixteen in number, were at once swung out. Two sailors were in each
and they shipped the thole pins, passed the ends of the painters out, and shipped the
rudders, the rest of the boat's crew setting up the guys and clearing away the falls.
About four minutes elapsed between the time when the order was given and the time
when the boats were ready for lowering.

Two of the Englehardt collapsible boats were also opened up, the canvas sides
rigged, and all her gear shipped.

604 MARINE AND FISHERIES

5 GEORGE V., A. 1915

The equipment of all the boats was found to be in order and to comply with the
regulations.

The fire extinguishing appliances were examined in various parts of the ship,
attention was paid to ladderways, exits, etc., which were found in order, and it was
ascertained that emergency direction oil lamps were placed where necessary.

After swinging in the boats, the crew were summoned to fire stations by bell and
bugle, hoses were stretched along and the water turned on, and a number of stewards
were also told off to control the passengers in case of need. Two fire annihilators picked
out at random from the steerage, were turned on and found in order.

The Emigration Officer also saw the water-tight doors in the steerages, in the
first and second class passenger accommodation, and in the engine and boiler rooms
closed, and they worked to his satisfaction.

With regard to the boat and fire drills, each member of the crew appeared to
know his duties, and both drills were carried out quickly and without confusion.

On the 23rd of May, 1914, the day after the Empress of Ireland arrived at Quebec,
she was inspected by Captain Hugh G. Staunton, Superintendent of Life Saving
Appliances and Marine Superintendent to the Canadian Pacific Eailway Company,
who found the life saving appliances in good condition.

Upon that occasion the crew were exercised at boat drill, and three boats were
put into the water (a large number was not lowered on account of the coal lighters
alongside the ship), and two of the collapsible boats were opened out and rigged.

In addition to the ordinary life saving appliances enumerated above, the vessel
had a standard one and a half kilowatt installation of Marconi wireless telegraphic
apparatus, as also an emergency set of the same, the instrument room and the opera-
tors* sleeping accommodation being situated on the boat deck, just forward of the
engine room skylight.

There were two Marconi operators employed, namely, Mr. Ronald Ferguson, the
senior operator, and Mr. Edward Bamford, his assistant, one of whom was constantly
on duty in the instrument room when the ship was under weigh.

LIFE SAVING BY ' EMPRESS OF IRELAND'S ' BOATS.

When Captain Kendall saw that the collision was inevitable, he ordered the first
officer (Mr. Edward Jones) who was with him on the bridge, to call all hands and get
the boats ready. The siren was also sounded as a signal to the crew to close watertight
doors and to prepare to abandon the ship. The collision having occurred, the order
was then given to get all the boats out as soon as possible.

The crew appear to have responded readily to the call made upon them and to have
worked well, but soon, owing to the rapid and great influx of water, the ship listed so
rapidly to starboard that it was absolutely impossible to put out the port boats.

In the meantime, the stewards, certain of whom were on watch during the night,
aroused the passengers, lighted the emergency lamps provided for the purpose, and
assisted individuals to put on their lifebelts.

Although, very naturally, there was some confusion, there does not appear to have
been any lack of discipline, and one of the passengers saved (Mr. Smart) testified to
the kindliness and consideration shown for one another by those so suddenly confronted
with the gravest peril.

Nos. 1, 3, 5, 9, 13 and 15, starboard lifeboats were got into the water. No. 1 swing-
ing heavily out, and throwing several persons overboard, and No. 15 capsizing. While
endeavouring to lower No. 7, the ship fell over on her starboard beam ends and
foundered. At the time she fell over, the port boats and other movables crashed down
on to the starboard side of the ship.

EMPRESS OF IRELAND— STORSTAD COLLISION 605

SESSIONAL PAPER No. 21b

Unfortunately all the officers, with the exception of the master and first officer,
were drowned, and so it is not altogether easy to follow the movements of the different
boats.

At the moment when the Empress of Ireland fell over, her funnels striking the
water, Captain Kendall was on the flying bridge, and thence fell overboard. He was
rescued by lifeboat No. 3, took charge of her, and commenced to pick up people who
were hanging on to the wreckage. When the boat contained as many persons as it
would hold — which was about 55 or 60 — others were distributed around the outside of
the boat, hanging on to the life lines, and by this means many lives were saved. This
boat proceeded to the Storstad, put those in or clinging to her on board, and then, still
in charge of Captain Kendall and manned by the members of the Empress of Ireland's
crew, returned to the wreckage in order to search for other survivors, but only succeeded
in finding dead bodies. Noticing another of the Empress of Ireland's boats about two
miles off, Captain Kendall pulled towards her, and found that she was smashed, half
full of water, and unoccupied. No. 3 then went back to the Storstad.

The first officer (Mr. Jones) having seen Nos. 1, 3 and 5 lifeboats put out, went to
No. 7, but before it could be launched, the vessel capsized and he was thrown into the
water. However, he was picked up by No. 9, which, when it had been filled with other
survivors, went to the Storstad, discharged them, and then returned to search for more.
Upon this latter occasion she saved eight ladies and three or four men, who where put
on board the Canadian Government steamer Eureka, of which more hereafter. Another
trip was made but only corpses were found.

A quartermaster named Murphy, who was thrown into the water when the ship
capsized, managed to get hold of the bottom of No. 15 lifeboat, which was floating
bottom up, and then succeeded in scrambling into No 13. This boat, when full of
survivors, went alongside the Storstad, put them on board, and then returned and picked
up about thirty more people, who were taken to the Eureka. After that No. 13 was
cast adrift, as no other living persons were to be found.

One of the boats, number unknown, appears to have been struck by some of the
superstructure giving way as the ship capsized, the people in her being either killed
or drowned.

One of the Empress of Ireland's collapsible boats also got away, and went along-
side the Storstad with survivors. She was then manned by men from the Storstad,
and was the means of saving more lives.

Although there is no direct evidence, it is very probable that some lives were lost
owing to injuries sustained at the moment of the collision, and also when the port
boats and other movables crashed across the deck, sweeping everything before them.

LIFE SAVING BY THE STORSTAD.

After the collision, the Empress of Ireland and the Storstad, having separated,
lost one another in the fog. The master of the latter sent the mate forward to ascer-
tain what damage had been sustained by the vessel, sounded the whistle, and called
all hands on deck. The Storstad was turned under port helm until she was a little
east of Father Point, and heading inshore. However, cries being heard, the engines
were put slow ahead and the helm starboarded, and the vessel proceeded until the out-
line of the Empress of Ireland, which was on the point of foundering, was seen. The
Storstad was then manoeuvered into a position near the people in the water, and four
boats were lowered. These boats made many trips, bringing survivors back each time,
and the work was continued as long as any living person could be discovered in the
water.

One of the collapsible boats of the Empress of Ireland, manned by members of
the crew of the Storstad, was also the means of saving lives, as detailed in lifesaving
by boats of the former vessel.

606 MARINE AND FISHERIES

5 GEORGE V., A. 1915

No complaint can be made of the conduct of those on board the Storstad. They
appear to have done all in their power to save life.

PROCEEDINGS OF MARCONI OPERATORS AFLOAT.

Just prior to the collision, Mr. Ronald Ferguson, the senior Marconi operator,
had turned in, leaving his assistant, Mr. Edward Bamford, on duty, but had not gone
asleep. The collision having taken place, Mr. Ferguson went into the instrument
room, and, anticipating that he would be required to send out a message for assist-
ance, he at once called up all available stations, telling them to stand by for a distress
signal, and thus ensured a clear way to obtain any possible assistance.

In reply to this call, the wireless station at Father Point replied ' O.K., here we
are/

Mr. Ferguson told his assistant to run to the bridge and ask for orders. How-
ever, the chief officer then passed by, and instructed Mr. Ferguson to send out the
' S. O. S.' signal, as the vessel was sinking, and the following is in Mr. Ferguson's own
words :

' So I went and took up the 'phones and called up ' S.O.S.', saying that we had
struck something and were sinking fast, and that the ship was listing terribly. I sent
it out very slowly, because I knew that at that time there would be no senior operators
on watch, so I sent it very slowly, to give the junior operators a chance to understand.
Father Point replied, saying ' O.K.', and asking where we were. I thought a minute,
for no one had told me the position, but I remembered them putting down the pilot,
and I said we were about twenty miles past Rimouski. He then said : ' Twenty miles,'
wanting me to confirm it, to show that he had it right, and while I was saying ' Yes '
the power shut right off, and my handle went back, and I was left without any power,
and the lights went out too. By this time I was standing with one foot on the bulk-
head and one on the floor, she had listed so terribly, and of course all my papers and
books were strewn all over. Then I went out on the deck and was holding on to the
rail, and was shouting through my hands as a megaphone that there were plenty of
ships coming. I saw Mr. Jones, the first officer, and the second officer, and others,
attending to the boats, and the chief officer came alongside and said : ' What's that V
and I told him. I repeated to him that we should have assistance in less than an
hour, and he said to clear to my boat. Then I went back into the cabin to work my
emergency to see if I could get another call in. I omitted to mention that Father
Point said he was sending the Eureka in reply to my call, also the Lady Evelyn. I
got that after my power was shut off. I went to get the emergency gear in working
order — and the emergency gear could not be used, the accumulators burst, and the
ship was lying on her side practically by this time, and I went outside and got hold
of a deck chair that was lying there and intended to jump for it, for I had no belt,
and then she gave a sudden lurch and jerked me into the water. But previous to this,
I had heard a terrible clattering of all the boats from the port side crashing across
the deck to the starboard side.' Both the Marconi operators were among those saved.

PROCEEDINGS OF MARCONI OPERATORS ASHORE.

Mr. Crawford S. Leslie, the operator on duty at the Marconi station at Father
Point, states that he received the call from the Empress of Ireland at 1.45 a.m. of
the 29th of May, and immediately reported same to Mr. William J. Whiteside, the
officer in charge who was in bed. At 1.50 a.m. the Empress of Ireland said ' listing
terribly : by ' meaning ' stand by '. Mr. Whiteside, who had at once gone to the
ry.erating room, +ook over charge of the instruments, and heard the last of the Em-
press of Ireland S.O.S. calls. He replied that he would send the Government steamers
to her assistance, and asked for the position of the vessel. The answer came that she
was twenty miles from Rimouski, and the signals from her then trailed off and no
further intelligence could be obtained.

EMPRESS OF IRELAND— STORSTAD COLLISION 607

SESSIONAL PAPER No. 21b

Mr. Whiteside took it for granted that the operator on board would still be
standing by his receiver, and informed him that the Government Steamers Lady
Evelyn and Eureka were being sent to render assistance. He then made the call
C.Q. which is a general signal meaning that all ships hearing it must answer; but
got no response.

Mr. Whiteside communicated with the Masters of the Lady Evelyn, which was
lying at Kimouski Wharf, and the Eureka, which was landing a pilot at Father Point,
and those two vessels, with the least possible delay, set off for the scene of the
disaster.

ASSISTANCE RENDERED BY CANADIAN GOVERNMENT STEAMERS 'EUREKA' AND 'LADY EVELYN.'

The Canadian Government steamer Eureka took the pilot from the Empress of
Ireland about 1.30 a.m. according to Captain Belanger, or at 1.20 a.m. according to
Captain Kendall, the vessel then being a little to the westward of Father Point Wharf,
distant about a mile and a half. After that she waited for the outward bound steam
collier Wabana took her pilot off also, and proceeded to Father Point. Just as she
was touching the wharf — about 2.25 a.m. — her Master (Captain J. B. Belanger was
informed by telephone by Mr. Whiteside and Mr. John McWilliams, Manager of the
Great North Western Telegraph Company's station at Father Point, that the x^/n-
press of Ireland had met with an accident and was sinking. Without any delay, the
Eureka set out for the scene of the disaster, which she reached in from forty to
forty-five minutes. The Empress of Ireland had then gone down. Some lives were
saved and survivors were received on board from boats, in all to the number of about
150, and everything possible was done to alleviate their sufferings until they were
landed at Bimouski wharf. The Eureka made two other trips, but no living persons
could then be found.

The Master of the Canadian Government Steamer Lady Evelyn (Captain Pou-
liot) lying at Bimouski Wharf, was informed by the Wireless operators at Father
Point that the Empress of Ireland was sinking and asking for assistance. He imme-
diately called all hands, got up steam as quickly as possible, and having learned from
the Captain of the Eureka the approximate position of the ship, left Bimouski at 2.45
a.m. and arrived in the vicinity of the casualty about 3.45 a.m. The Lady Evelyn
took on board some of the survivors from boats, and also from the Storstad, and con-
veyed them to Bimouski.

PART VI.

QUESTIONS.

At the beginning of the Inquiry twenty questions were formulated by the Cana-
dian government upon special points arising out of the casualty. Many of these ques-
tions have already been answered in the foregoing parts of our report; but it will be
convenient here to set out the questions in full, and to answer those which have not
been already dealt with.

Question 1.— When the SS. Empress of Ireland left Quebec on or about the 28th
May last

(a) What was the total number of persons employed in any capacity on board
her, and what were their respective ratings ?

(b) What was the total number of her passengers distinguishing sexes and classes,
and discriminating between adults and children?

Answer. — (a) The total number of persons employed in any capacity on board the
SS. Empress of Ireland at the time she left Quebec on the 28th May last was 420.

608 MARINE AND FISHERIES

5 GEORGE V., A. 1915
The respective ratings of these persons was as follows:

Deck department 59

Engine department 130

Victualling department 222

\ 411

Supernumerary engineers, Ex-K.M.S., Empress of Asia 4

Musicians 5

420
(b) The total number of passengers was 1,057, made up as follows : —

Male. Female. Total.

1st Class 49 38 87

2nd Class 125 128 253

3rd Class 500 217 717

Included in the above figures are: —

Four female children in first-class, 11 male and 21 female children in second class,
and 54 male and 48 female children in third class ; total children, 138.

Question 2. — On leaving Quebec on or about the 28th day of May last, did the
SS. Empress of Ireland comply with the requirements of the M. S. Acts, 1894 to 1906,
and the rules and regulations made thereunder, with regard to the safety and other-
wise of ' passenger steamers ' and ' emigrant ships ' ?

Answer. — Yes.

Question S. — In the actual design and construction of the SS. Empress of Ireland,
what special provisions, if any, were made for the safety of the vessel, and the lives of
those on board, in the event of collisions and other casualties?

Answer. — This has been dealt with in Part I of our report.

Question k- — Was the SS. Empress of Ireland sufficiently and efficiently officered
and manned?

Answer. — Yes.

It was suggested to us, however, by counsel on behalf of the National Sailors'
and Firemen's Union of Great Britain and Ireland, that more A.B.'s should have
been carried on board the Empress of Ireland. He raised this point not with special
reference to this casualty and this vessel, but as a means of placing before the court
the general opinion of his clients, that for the purpose of launching and manning
lifeboats all passenger ships should be required by law to carry A.B.'s to the number
of two per boat. We do not, however, consider that such a requirement would have
been of any avail in saving life on this occasion, and we, therefore, abstain from
making any comment on the suggestion.

Question 5. — Were the arrangements for manning and launching the boats on
board the S.S. Empress of Ireland in case of emergency, proper and sufficient? Had
a boat drill and a bulkhead door drill been held on board, and if so, when? What was
the carrying capacity of the respective boats? What number and description of life-
buoys and life jackets were on board this vessel? Where were they carried? Were
they in good condition, and adequate for the purpose intended?

Answer. — The answer to the first question is in the affirmative. Boat and bulk-
head door drills were carried out at Quebec on the 23rd May last before the ship sailed.
The rest of the information asked for is given in Part Y of this report.

Question 6. — What installations for receiving and transmitting messages by wire-
less telegraphy were on board the S.S. Empress of Ireland1* How many operators
were employed in working such installations? Were the installations in good and
effective working order? Were the number of operators sufficient to enable messages
to be received and transmitted continuously by day and night?

EMPRESS OF IRELAND— STORSTAD COLLISION 609

SESSIONAL PAPER No. 21b

Answer. — The Empress of Ireland was fitted with a Marconi Standard one and a
half kilowatt installation of wireless telegraphy with a complete emergency gear.

Two operators were on board, and the installations were in good and effective
working order, and the number of operators were sufficient to enable messages to be
received and transmitted continuously by day and night.

Question 7. — At or prior to the sailing; of the S.S. Empress of Ireland from Quebec
on the 28th day of May last, what, if any, instructions as to navigation, were given
to the master, or known by him to apply to her voyage? Were such instructions, if
any, safe, proper and adequate, having regard to the time of the year and dangers
likely to be encountered during the voyage.

Answer. — General and specific rules as to navigation were issued by the Canadian
Pacific Railway Company to their masters and officers in book form and were well
known to the masters and officers of the Empress of Ireland. The instructions con-
tained in such rules were safe and proper, having regard to the time of the year and
dangers likely to be encountered during the voyage.

Question 8. — When leaving Quebec on or about the 28th of May last, was the ves-
sel in charge of a Quebec pilot? If so, when and where was the pilot discharged, and
what was the condition of the weather at that time?

Answer: — These questions, with the exception of that as to the time at which
the pilot was discharged, have been dealt with in the body of our report. As to the
time at which the pilot was discharged, the master of the Empress of Ireland states
that it was at 1.20 a.m. on the 29th May, while the master of the pilot boat states that
it was at 1.30 a.m.

Question 9. — After the pilot left the SS. Empress of Ireland was a double watch
kept on deck?

Answer. — Yes.

Question 10. — At what time on the morning of the 29th May last ?

(a) did the S.S. Empress of Ireland first sight the light or lights of the Norwegian
steamer Storstad and in what position was the S.S. Empress of Ireland then?

(b) did the Norwegian steamer Storstad first sight the light or lights of the S.S.
Empress of Ireland and in what position was the Storstad then?

At this time were the vessels crossing so as to involve risk of collision within the
meaning of Article 19 of the regulations for preventing collisions at sea ? If so, did
the S.S. Empress of Ireland comply with the provisions of the said Article and of
Articles 22 and 23, and did the S.S. Storstad comply with Article 21 of the said regu-
lations ?

Answer. — The two vessels sighted one another shortly after the Empress of Ireland
left Father Point and before she changed her course to N 73 E Magnetic.

The vessels were not at this time crossing so as to involve risk of a collision with-
in the meaning of Article 19 of the Regulations for Preventing Collisions at Sea.

Question 11. — After the vessels had sighted each other's lights did the atmosphere
between them become foggy or misty, so that lights could no longer be seen ? If so, did
both vessels comply with Articles 15 and 16, and did they respectively indicate on their
steam whistles or sirens, the course or courses they were taking by the signals set out?

Answer. — The answer to the first question is in the affirmative.

We are of the opinion that both vessels complied with Article 15 of the Regula-
tions for the Prevention of Collisions at Sea. We are further of opinion that the
Empress of Ireland complied with Article 16 ; but on the evidence before us we are not
prepared to express an opinion as to whether the provisions of this Article were complied
with by the Storstad.

Question 12. — Were the circumstances of this case such as to bring into operation
the provisions of Articles 27 or 29 of the said Regulations? If so, did the Masters of
both vessels take prompt and proper means or measures to comply with the require-
ments of the said Articles ?

216—39

610 MARINE AND FISHERIES

5 GEORGE V., A. 1915

Answer. — The circumstances of the collision and the causes which brought it
about are described in our report.

Question IS. — In what position in the River St. Lawrence and at what time on
the morning of the 29th of May last did the collision occur between the S.S. Empress of
Ireland and the S.S. Storstad? At what time did the S.S. Empress of Ireland founder,
and how was it that she sank so quickly after the collision had occurred?

Answer. — These questions were dealt with in our report.

Question llf. — Was proper discipline maintained on board the S.S. Empress of
Ireland after the casualty occurred?

Answer. — Yes.

Question 15. — What messages for assistance were sent by the S.S. Empress of Ire-
land after the casualty, and at what times respectively? Were the messages sent out
received at the wireless station at Father Point ? Were prompt measures taken by those
on shore to render assistance? What assistance was rendered by the Government
steamers Eureka and Lady Evelynl

Answer. — A wireless message 'S.O.S.' was sent off by the Senior Marconi operator
shortly after the collision had occurred, the message was received at the wireless sta-
tion at Father Point, and no time was lost in sending the Government steamers Lady
Evelyn and Eureka to the rescue. , The vessels proceeded at once to the scene of the
disaster and picked up many of the survivors, landing them at Rimouski.

Question 16. — Was the apparatus for lowering the boats on the S.S. Empress of Ire-
land at the time of the casualty in good working order? How many boats were got
away before the vessel sank?

Did the boats, whether those under davits or otherwise, prove to be serviceable for
the purpose of saving life? If not, why not? What steps were taken immediately on
the happening of the casualty? How long after the casualty was it3 seriousness real-
ized by those in charge of the vessel? What steps were then taken? Were all water-
tight doors in bulkheads immediately closed? What endeavours were made to save
the lives of those on board, and to prevent the vessel from sinking?

Answer. — At the time of the casualty the apparatus for lowering the boats on
board the Empress of Ireland was in good working order.

The second part of this question has already been answered in the body of the
report.

Question 17. — Were any of the persons on board the S.S. Empress of Ireland who
lost their lives, killed or injured by the collision ?

What number of passengers and crew left the ship in the boats which got away?

How many persons were ultimately rescued, and by what means ? What was the
number of passengers, distinguishing between men and women, and adults and children,
of the first, second and third classes respectively, who were saved ? What was the num-
ber of the crew, discriminating their ratings and sex, who were saved?

Answer. — We have not before us sufficient evidence to enable us to answer the
first question.

Of the total number of 1,417 persons on board the Empress of Ireland 465 were
saved (1) in the vessel's own boats, (2) boats belonging to the SS. Storstad and (3) the
Government steamers Eureka and Lady Evelyn.

The number of passengers saved, distinguishing between men and women, and
adults and children were as follows: —

First Class.

Total Q ,

number. Saved-

Adult, males 49 24

ii females 34 11

Children, males

ii females 4 1

Total 87 of which number 30 were saved .

EMPRESS OF IRELAND— STORSTAD COLLISION 611

SESSIONAL PAPER No. 21b

Second Class.

Adult, males 114 33

m females 107 13

Children, males 11

M females 21 2

Total 253 of which number 48 were saved .

Third Class.

Tlal Saved,

number.

Adult, males 446 115

,. females 169 17

Children, males 54 1

it females 48

Total 717 of which number 133 were saved .

Of the 609 adult male passengers 172 were saved.

„ 310 ., female „ 41

ii 65 male children n 1 n

ti 73 female n h 3 n

Total. 1,057 ii 217

The total number of the crew saved was 248, as follows : —

T^1 Saved,

number.

Deck Department 59 36

Engine Department 130 92

Sup. Engineers ex- Empress of Asia 4 3

Victualling Department 212 113

Matron and 9 stewardesses 10 1

Musicians '. 5 3

Total 420 crew. 248 saved.

Question 18. — Did the Master of the S.S. Storstad comply with Article 422 of the
M.S.A. 1894?

Answer. — Yes.

Question 19. — Was a good and proper lookout kept on board of both vessels?

Answer. — A good and proper lookout was kept on board the Empress of Ireland.
We are not prepared on the evidence before us to say whether the mistake made by
those in charge of the Storstad in thinking that the Empress of Ireland was passing
port to port was or was not due to an insufficient lookout being kept.

Question 20. — Was the loss of the S.S. Empress of Ireland, etc., or the loss of life
caused by the wrongful act or default of the Master and First Officer of that vessel, and
the Master, First, Second and Third Officers of the SS. Storstad, or any of them?

Answer. — This question has already been answered in our report.

PART VII.

SUGGESTIONS.

1. In order to prevent, if possible, disasters such as that into which we have been
enquiring, we think that in foggy weather it would be desirable to close all watertight
doors and port holes below the top of the watertight bulkheads, and to keep them
closed until the fog has completely cleared. We think also that wherever practicable
all watertight doors and port holes below the above level should be closed at sunset
and kept closed until sunrise.

612

MARINE AND FISHERIES

5 GEORGE V.. A. T915

Precautions of the kind suggested would have the effect of securing the floatability
of the ship in accordance with the intentions of the designer, whereas neglect of such
precautions may lead to the foundering of a vessel which would otherwise have
remained afloat.

2. The rapidity with which the vessel foundered after the collision made the life
saving appliances on board of little use. Most, if not all of the passengers were in bed
when the vessel was struck, and there was an interval of only about fifteen minutes
between the collision and the foundering. The list which the vessel took to starboard
was so sudden and so great that the lifeboats on the port side were rendered useless
almost at once. Some of them were indeed worse than useless for they broke adrift
and injured people as they clattered down the sloping deck. Of those on the starboard
side only six were launched, although the best was done in the short time available to
get them into the water. These circumstances lead us to suggest that it might be
desirable to consider whether rafts could not be placed in such a position on the upper
deck that they would float automatically on the water as the ship sank. Such rafts
would doubtless have to be attached to the deck in such a way as to prevent them from
getting adrift in bad weather; but the attachments might be of a simple kind which
could be loosened in a very short time.

3. It has not been suggested during our inquiry that the catastrophe was in any
way attributable to the arrangements made by the Canadian Government for the navi-
gation of the St. Lawrence, nor have we any reason to suppose that those arrangements
are in any way unsatisfactory; but we suggest that it might be worth while for the
Government to consider whether it may not be desirable and practicable to arrange
for the picking up and dropping of pilots to be done at different points so that incoming
and outgoing ships may, so far as is possible, be relieved of the necessity of crossing
one another.

(Sgd.) MEKSEY,

E. McLEOD, C.J.,
A. B. BOUTHIEK.

concur

(Sgd.)

. 'F

. Caborne,

Demers,

Welch,

W. Howe.

5 GEORGE V. SESSIONAL PAPER No. 21b A. 1915

COMMISSION OF INQUIRY

INTO

WRECKAGE OF ' EMPRESS OF IRELAND/

LIST OF EXHIBITS PRODUCED BY MR. ASPINALL, COUNSEL FOE
STEAMSHIP 'EMPRESS OF IRELAND:

A. Certified copy of the register of the ship.

B. Passenger certificate and copy of declaration of survey of passenger steamship —

Empress of Ireland.

C. Copy of report of survey of immigration ship — Empress of Ireland.

D. Photograph of Empress of Ireland.

E. Copy of a letter to Capt. Kendall from Canadian Pacific Railway Company.

F. Return list of crew on articles SS. Empress of Ireland, voyage, — 96 — from Liverpool.

G. Drawing by Toftenes for Mr. Aspinall.
H. Letter (printed).

I. Plan of Empress of Ireland, showing watertight compartments and subdivisions.
J. Transversal plan of Empress — watertight subdivisions and doors closing bulkheads.
J-l. Orlop deck — plan.

K. Plan of lower deck steam piping arrangements.
L. Plan showing passenger accommodation.
M. Plan showing boat deck.

N. Plan showing midship section of Empress of Ireland.
O. Drawing by witness Saxe for Mr. Aspinall ; is also exhibit 11 Storstad
P. Captain's trip report, Dominion Coal Company.
Q. List of passengers and crew, Empress of Ireland, first cabin.
R. Ship articles.

S. Passenger certificate and declaration of a passenger steamship.
T. Emigrant ship certificate.

TJ. Rules for preliminary inquiries and formal investigations into shipping casualties.
V. Log, Empress of Ireland.

X. Specification of a steel iron screw passenger steamer hull.
Y. Specification of a steel iron screw passenger steamer machinery.
Z. Empress of Ireland curve of stability at time of accident.
a 1. Stowage plan.

b 1. Summary of cargo of Empress of Ireland,
c 1. Statements by passengers produced by Mr. Newcombe.
d\. Rigging plan of Empress of Ireland,
d 2. Hold plan arrangements of Empress of Ireland.
* Not printed.

613

614 MARINE AND FISHERIES

5 GEORGE V., A. 1915

d 3. Orlop and lower decks arrangement of Empress of Ireland.

d4i. Arrangement of main and upper decks, Empress of Ireland.

d 5. Arrangement of shelter and lower promenade decks.

d 6. Upper promenade and boat decks arrangements, Empress of Ireland.

d 7. Plan showing displacement curves of Einpress of Ireland.

dS. Plan showing stability curves of .SS. Empress of Ireland and Empress of Britain.

e 1. Report by Board of Trade Surveyors' Office, Liverpool.

/ 1. Amended questions — signed E. L. Newcombe.

g 1. Metacentric calculation of Empress of Ireland as she left Father Point.

h 1. Document from divers of H.M.S. Essex.

LIST OF EXHIBITS PRODUCED BY MR. HAIGHT, COUNSEL FOR
STEAMSHIP 'STORSTAD/

EXHIBITS.

1L Drawing by Capt. Kendall.

2. Drawing by Toftenes.

3. Drawing by Capt. Anderson — Ineffectual.

4 t( it it

g it tt tt

q tt it tt

7. A-B-C-D-E-F— Photographs of stern of Storstad.

8. Letter by J. Walsh to Capt. Griffiths.

9. Dominion Coal Company time charter party.

10. Model describing stern of Storstad; one-quarter inch to the foot.

11. Drawing by Jacob Saxe.

12. Empress of Ireland cabin No. 328.

13. Scrap log — engines.

14. Log-book — engine.

15. Deck log.

16. Translation of deck log.

17. Scrap deck log produced by Toftenes, examined hy Mr. Aspinall.

18. Scraps produced by Toftenes.

19. Plan drawn by Mr. Reid.

20. Drawing by Mr. Reid.

21. Drawing by Mr. Reid.

22. General plan of Storstad.

CHARTS.

A. Showing point of collision as marked by Kendall for Mr. Aspinall.

B. Showing courses as marked by Toftenes, point of collision as marked by

Toftenes, and wreck (G) marked by Gagnon.

C. Marked by Kendall, course of Empress and supposed course of Storstad.

D. Lapierre's chart (French), showing location of passing Empress by SiS. Alden.

E. Gagnon's chart, showing bearing of wreck buoy.

F. Chart produced by Mr. Aspinall.

EMPRESS OF IRELAND— STORSTAD COLLISION 615

SESSIONAL PAPER No. 21b
LIST OF STATEMENTS PRODUCED BY COUNSEL FOR THE CROWN.

EXHIBITS.

AA. Letter produced by Mr. Newcombe with questions to be solved by the 'Commis-
sion.

BB. Statement handed in by Counsel for Canadian Pacific Railway — Service of docu-
ment admitted.

CC. Copy of Canadian Pacific Regulations for the Navigation and Discipline of the
Steamships.

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