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extinguished and the ship then proceeded without lights. Her course was steered to pass through Cheung Chau Channel towards Hongkong. Her course was then altered to pass through the West Lamma Channel and eastwards, passing South of Waglan Lighthouse about 2 miles. The time would then be about midnight. The course of the ship was steered eastward until about 3 a.m. when the course was set to pass through Sam Mun Channel where she arrived about 5 a.m., and thence to Bias Bay.
On the departure of the pirates the Chief Officer took charge of the ship and navigated her back to Hongkong where assistance was rendered.
3. Opportunities for reporting the ship en route.
The passage of the ship during the piracy was not observed either from Cheung Chau Police Station nor from Waglan Lighthouse nor from the Chinese Maritime Customs Station at Sam Mun. The ship did not meet any patrol launch of the Hongkong Water Police. In our opinion no blame attaches to anyone on this account.
4.-Action by the Secretary of the Hongkong, Canton and Macao Steamboat Company, Limited.
The ship was overdue in Hongkong at 10 p.m. on the 19th November. The fact of the late arrival of the ship did not arouse immediate alarm on her account since there had been occasions when such delay had been caused through inability, on account of lack of water, to cross the mud-flats outside Macao Harbour. The Eastern Extension Telegraph Company's office in Macao at that hour was closed, and it was not possible to ascertain by cable whether the ship had in fact left her port of departure. Relief measures were therefore not organized by the Secretary of the Company until 9 a.m. on the 20th November, when telegraphic information had reached him from Macao. We cannot see that, with the information and resources at his disposal, the Secretary could have taken any more effective action.
5. Conduct of the Master and other Certificated Officers of the ship during the attack.
In our opinion Captain Birss acted in a proper manner. When he found that a piratical attack was being made, he attempted to reach the bridge with all despatch as the position to be defended by the guard. He was unfortunately shot down before he could reach this protected area.
He was
The Chief Officer, Mr. Copland, had only joined the ship three days before. on duty on the bridge. Apparently he had no time to realise the attack of the pirates until they had practically reached the bridge, and he was put out of action by a blow on the head from a revolver.
The Chief Engineer, Mr. Cullen, was in his cabin on the boat deck on the port side. He was captured by the pirates and secured on the bridge.
The Second Engineer, Mr. Harman, was on duty in the engine room. The engine room was entered by armed men who covered him with their firearms. He continued to superintend the engines under compulsion. In our opinion he had no option but to do so, and we are satisfied that if Mr. Harman had seen any way to change the situation, he would have made an attempt.
6. Conduct of the ship's guards during the attack.
The behaviour of the ship's guards appears to have been excellent.