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127
X THERAPION X-
"OURES TO STAY OURED.
THE ACCIDENT TO THE
"EMPRESS OF CHINA
NAVAL COURT OF INQUIRY.
DECISION OF THE COURT-CAPTAIN AND
OFFICERS' EXONERATED,
THE HONGKONG DAILY (PRESS, WEDNESDAY, AUGUST 30ru, 1011,
At the request of Captain Archibald, the com- mander of the C.P.R steamer Empress of China, Court of Inquiry was held this morning at the British Consulate General, Yokohan, to inves tigate the circumstances surrounding the strand. ing of the vessel off Shirahama on the morning of the 27th altimo. Mr. Thos. Harrington, Vice Consul General, was President of the Court, and with him were Captain Bobb. David Owen, Master of the British steamer Ajax, and Captain Godfrey John Caldwell, Master of the British steamer Socotra, -
Dr. E. Boulter, of the Consulate-General; was Clerk of the Court. Mr. H. W. Melvor watched the proceedings on behalf of the C.P.B. Company and the Captain, Mr. W. T Payne, General Agent for Japan and China, being also prosent..
Kan
A
After sighting Inuboyesaki, did, you sight fog, and it was impossible to see the land. He land!Ianboyamaki was the last.-
worked out the course, which ho considered an Was that because the land was too far off, or ontside eno. From the time the vessel ran into was it foggy -It was too far off, I was steering the fog-bank she did not steam at more than from Touboyesaki 11.mites off, through Katrealf-spoed. He had sailed on the coast for some time, but had not found anything special in the currents when near the couit to drive the ship out of its course,
Tiran.
Otherwise in the intervals of the fog, what sort of light was there -Fairly oloar, bat bazy at times. We could see soron or eight miler.
Evidence was also given by Mr.Parkington You ran into the fret fog at 5.30 s..Yes (Fourth Ofeer), Mr. Lamb (Scornd Engineer), Where were you then soconling to your A. Montedore (Third Engineer), and Macmillan estimate of your position?-[Witness here iú-
(quartermaster) and Robt. Rendich. (look-out- a). Mr. Lamb produced the log from the dicated the position on the chart.1
The Court:
In fact, you must have been out
the accident the entries wore:- 530, Ball of your course before you ran into the fogginus room, which showed that on the morning Yes, We were about 12 miles south of Nejin speed: 5.31, slow: 6.00, half-speed: 6.30, slow when we first ran into the fog.
and 6.35, stop, tail-spood astero.
1
When you were actually in the fog, what was the spoed?We were going one-ank speel- about ten knots. And when we slowed down, about 7 or 8 knots.
Te the intervale of the fog, were there any indications of land -N5, none at all.
And in the intervals of the for there were 10 indications of the light? No, I had seen a light it would have been all right
You saw no light of any description What time was daybreak P-About 5 o'clock. Ishould bayo seen the light about 4.20. It is a very hard light to see..
When you altered your coarse to N. 7 W. were yoa thea in the fog-Yes, but it was not so thick,
At the actual moment of striking, what was your course?-The same. It was never altered.
How often did you sound?-Twice only. Ton found no bottom until about forty minutes before you struok P-We found no bottom at all the first sounding..
How far would-
2-speed I should say about minutes --Going hal vol in that forts 5 miles.
You had a look-out mai the whole time?- Yo-
Did he make any report-No.
At the time you saw the buskers did to make any repart P-No. I saw the breakers myself. Atleast, I did not hear him make any report.
How many voyages have you made around that point F-A couple of hundred.
Have you ever found yourself out of your course ander similar circumstances No. The only time was one time when I was coming in from the sea I found only a little inget. At that time I was going at half-speed and slow.
THE SIGNALS AT NOJINA LIGHTHOUSE. Captain Connor was later recalled, and in reply to a question by Mr. Melror, who called at tention to the statement of Captain Archibald that signals from the Nojima Lighthouse. ceased early in the morning, said they were supposed to be giron at stated intervals when fog prevailed and when it was difficult to make land without dangor."
Mr. Molvar: You know from the chart about bow for the region of the signal should have been from the accident?
Witness: I know from Captain Archibald's statement it was only a mile and a quartar,
If the signal had been givou, it would have been heard Undoubtedly,
We have testimony that the signal ́actually stopped at six o'clock? It is customary to stop at that time-It depends upon the weather. It should have been fired all day if the weather remained foggy.
For what purpose is this signal fired? It is to guide the ship-to warn poeple it is!
light- house point. Yen an easily pass this place in thick weather on hearing the signal
From what you have heard in the testimony given as to condition of fog, etc., would you have expected to have heard that signal-Undoubt adfy. It is most extraordinary it was not goins, seeing Captain Archibald could not see a coble's length from the ship.
Captain Archibald was also recalled, and after morning of the accident, stated that he did not. Siving some detalls as to the course sat on the hoor tho for signal at Nojims,
The Court: Do you feel if the signals had gone off oven at a distance you would have hard them -I think s. If they had given a signal at 6.30 I would bare heard, and it would
Before you changed your position, who worked out the course I worked it out, and then the Chief Officer worked it out, but there was prac-have saved the situation. tically no difference.
Was there any difference'?-No difference, both the same."
Have you any sailing directions?—Yes. What do they say about currents? --The our- rents depend on the wind and strength of the weather. We generally give it a very wide course-good wide berth.
of the current was first felt probably as soon as we got past Innbageuki. The current cams directly from the south-west.
Then you must have passed close to Katsura. wanYes, very close, within three or four milos.
And yet no indications of land --No indica tions.
Was the course you took, or endeavoured to sabalde recognised haters outside course should it was very
Mr. MoXvor: In your testimony, Captain Archibald, you state that at the time the vessel struck there was a fog.
Witness: There was an appearance of fog. It was not really a for, but white rapour.
Mr. Melvor: I wanted the Court to under. stand this there was that that while there was no fog
the appearance of a fog.
Chief Officer Cooper, recalled, said he did not hear any signal on the morning of the accident. If fog signals had been seat up from Nojimo, he would surely have heard there
Mr. McIvor asked the indulgence of the Court to makes statement He had in his prassation two letters which would an bstantiate what had been said in Court regarding the cause of the accident. As had been shown in evidenes, the ocident was caused not by any negligence en the part of the officers of the ship and not by current that might have been known to exist, but by some, abnormal condition of the water caused by the storm of the previous day. One letter was written by Captain. Valentini of Осе the P. & Q Oriental, in the form of a report to the U.S. Westher Barest at Washington, and the other was from the Captain of one of the French mail boats; both writers had experienced masual darrents at the same place at about the same time.
Captain Archibald, R.N.E. was the first witness He stated that the Empress of Chinn left Vancouver for Yokohama on July 14th, and of sighted the coast of Japan on the morning the 26th. The ship experienced flue weather across the Pacifte until the coast of Japan was reached, when the weather became unssitled. At 4 s.m. on the 26th the wind was 8.E. and moderate, the glass standing at 29.65 and falling rapidly. At 6 o'clock the wind and sea had increased owing to a moderate gale. He was then atossing to make Klukwa, Island, about 5 miles aff, but at 7.45 the weather became worso, blowing a freak. gale. There was a very high sea, with all Indications of an approaching. typhoon. decided to slow the ship down and haul her off land, and head away to the Eastward. He set the course at 8, 65 E., bringing the wind and sea about two points on the starboard bow. The ship was going only about 4 knots, owing to the hears ses, but made very good weather. At 9 a.m. the wind dropped to a calm, and shortly afterwards freshened up to the South-west, with high confused sea. After an hour or so very the weather began to improve, and the glass decreased started to
As the so . rise. be brought the ship back to South westerly course. At noon the weather cleared and be increased tho speed to 11 knute and obtained the latitude. At 4.50 p.m. on the 26th he sighted the peak at Kinkwasan Island, bearing N. 53 West, distant about 25 miles. At 250 he got sights and fired the ship's position 37 degrees 49 miles North and 142 degrees 2 miles East. He then set the course for Innboyosaki, to pass it about five miles off. It was at that time distant about 135 miles. At In working the thing up in your mind 10.50 on the 26th of July he sighted Innboye afterwards, where do you think the main saki light, bearing South 38 West. At mid-effect of the current struck I think the off est night it was aboam, and distast 3 miles bearing North 62 deg West. At 4.00a.m.on the 27th the Chief Officer, Fourth Offer and himself were on the bridge, the weather then being mode- rate, overcast and somewhat hazy. They could see los distance of about 7 to 8 miles. He tried to get a dipping bearing off Inuboye. saki, bat could not do it, because it was only 7 or 8 miles of. There was apparently no set at that time. He expected to sea Nofima light before daylight, 5.30 an into Ho slowed the ship to half speed and kept Outside of what I have been used to steering the whistle going. This proved to be a Because it was not what I should call a clear Log
bank
which cleared in a short time, night. There was a certain amount of fog and There seemed to be bad patches of fog which haze. would clear up it a short time. At 5.55 the lead was cast, but no bottom was touched, the water being 200 fathoms at least. Having steered a broad course from Jauboyesaki at 6.20 he rockoned the ship to bo 15 miles south-west of Nejims Lighthouse. Not has ing beard the explosive signal on Nojima, which is supposed to bo given every ten winutes in thick weather, he concluded that the Terael was well to the scath, and outside of the sound radius. He now altered the coarse to N 7 West trae, a good wide course which would leave the ship well clear of Mera Ledge, Buno Baki Point, and bring Teuragi or Sagami lighthouse obead. From that position they would be about 29 miles off. Soon after
Have you had any provions accidents-Only altering the courao to N 7 West the ship mn into another fog tank, and he then one, the ship running on Haimasbima, in the slowed down the vessel was going at one- Tulsad Bos, But a pilot nas in charge of the ball speed before-and at 6.15 witness sent ship at the time; I was in bed. the Fourth Officer aft to take sounding.f 36 minutos, fe that the visual interval in The soundings you took were at an interval on the telegraph, which indicated to those case of doubt Wo. had reason to think we on the bridge that he had sounded, but were for away from tard. The kit sounding before the. Ofteen could recover the lead, and showed no bottom. We did not have reason to find out the depth, the ship struck. Proceeding, think we were near in, but still I took another witness said: "We found out afterwards that gounding. this supposed fog bank was not fog, but smoke. from the shore caused by the villagers all along the coast burning seaweed for extracting indine. This work is carried on during the summer montba. The smoke is quite white, and more
Captain Connor, a well-known shipmaster on like vapour and is very deceptive, covering the the Japan coast, was the next witness called. whole of the outline of everything down to the Haing asked by the Court for his experience as water's edge. It gives one a false impression to the currents on the Japanese coast he said that you could see much further than is really have sailed on the coast between Shanghai, the case. At 5.35 I myself observed broken water Yokohama and Hakodate twenty-eight years.
That Innboyesaki was passed about mid- right ahead. I immediately stopped and re-
have many times found very erratic currents night on July 26th after herrg weather versed engines full speed astern, but the ship after storms, and I have never been able to spproaching typhoon force earlier in the grounded within a minute. I gave orders to locate anything steady in them. The make-up day. aloso all water-right, doors and at lowered boats, and sounded the ship fore and directions have different sets and currents. and wind previous to a storm coming from different aft. I found she was making
After storms I have gone out of different Kot were: ports and set a course to make allowance Foro hold, 18 inches; main hold, 36 inobies;
over what I believed to be the set of the bunker, 38 inches; after-hold 5 fost The fishermen
off alongside in big beats. current, and I have found that I made It was still foggy.
what currents you are going to mvet that the safest way to land the passengers was storm.
these boats, as their local knowlegde was all
Five minutes after the Fourth Officer rang up
once
great extent. The first water, but to no
такогте
came
Then in your opinion you steered not only a safe but an extra safe conris ?-Yes, an extra
za'e
course.
How for do you think you were off laul when yeu saw the breakers? It is difficult to say, as the white smoke was deceptive. But I should,
not more than a cable "off.
You were on watch from about 4 o'clock !--- I was on watch all night.
On the trip from Vancouver, did you find the ship all right ?--Yen.
How were the compasses? Any trouble -- No trouble,
When were they last lested At Hongkong, about two years ago. But no often swing ship around.
After leaving Inaboyesaki, how many times did you change your course Beren times.
No soundings taken off Katsuraman f- No.
OUTSIDE EVIDENCE AS TO THE CURRENTS.
nade
I
The President pointed out, however, that a letter could not be taken as evidence and read in Court, but could be laid before the Court for inspection.
Mr. Melvor: I would like the Court to read them.
The President: I think they might be taken in the same way as the obarts, etc.
Mr. Melvor: Just so. They have not been socured for use by the Court, but the evidenos given theroon is important.
This conclude the proceedings, and the Court adjourned to 3.30.
:
THE FINDING AND ORDER. On the Court re-assambing, the President read the following finding :---
'
Finding and Order of a Naval Court held the 17th day of August, 1911, to investigata at the British Consulate-General, Yokobama, the circumstances attending the stranding off Nojima, on the 27th day of July, 1911, of the British Steamship Empress of China, of London, Official Number 98953, while on a Toyage to Yokohama, and the cause of such stranding, and to inquire into the conduct of the Easter, certificated officers and crew of the said Tossal.
"It appears from the evidence given before the Court that thin vessel sailed from Vancouver en ex about the 14th day of July, 1911, bound for Yokohama (on the way to Hongkong), with general cargo and mails and a crew of 242 hands all told, as well to 181 passengers,
That after passing VEL
to
A
was not
the proper conse Journey past the land at Katsaurs. That the aid course and the subsequent changes of course to the time of stranding were such as constitute a more than ordinarily safe track along the coast. That the calonated
Position
of the vessel at the moment of striking worked
but clearing a little, enabling my allowance the wrong way. My experience!t uccording to the records in the logbook† one to see the nearest rocks, and I concluded the cost is that it is impost after a and the evidence of the Master and the First
by
had stranded on the main coast line 1 miles
to tell
A
Mate as to the course was about 18 miles to sen the rocks at from ber actual position
On one occasion coming from Hako- important on account of the swell and the date in the Salmima-moru, after pasa Nojima. That subsequent to losing sight of
Innboyesaki, three miles off, I steered intricate passage to land dad te og passes course to go five miles outside of Nojima, and the light at Iaub yesaki no light was seen till with their baggage were landed by 9 am.
ultimately found wyself alongside the beach after the vessel struck, nor was any light seen fog did not clear until fully two hours after at Katedrawa In think weather I should at Nojima. the ship stranded, so we were uncertain as
That the Master and Officers of the have ashore. I have passed Rock to our position until
the existence of explo cleared sufficiently and, and eat a coarse over eight mils: watch knew of to ses Nojima lighthouse. That would be hhaus Bad clock. We found that the ship ship 35 on be. Often, and found the sive fog-signals at Nojima, that noither thay
miles to North-east, alongside nor the look-out, nor the Quartermaster at Shingo Beach. as of
The ship's compasses the wheel, heard any sound thereof, and that sast of Nojima lighthouse. The course as were correct and I was on the bridge most they had consequently no warning from this steered from Incubeyesaki should have taken of the time to
source as to their proximity to so that the course was the ship well clear of all danger. I can only steered properly. I found the same thing of early hours of July 27th were foggy st intervals, account for the accident by an abnormal the other side between Nagasaki and and that besides the fog at sea a bank of dense ast, the extent and existence of which I had Shanghai.
smoke or mist envelo ed the bud into the no means of knowing. After several days st
What would be an ordinarily strong current appearance of another bank of fog. Shirahame I interviewed the lighthouse-keeper at Nojima, the Mayor of the village being passing Nojima I have seen it go at least fre
knots. present. He showed me big log, and his entry Can you say whether such a current would be was that he knocked off Bring the siguals at 6 more to the Enst or from South to North P
*.m
The Court: Did you see this yourself?- No; I had it interpreted. I have a letter signed by the keeper and the Mayor of the village, but unfortunately have not got it with me, having coxie away in a hurry. The keeper said his orders wore to knock off the signal when the fairway was clear.
The Court:It is perhaps not necessary to go into the orders to the keeper. Did yan at any time after sighting Kinkosan and Inaboys." paki-that is between these two points-notice
You
can never feil.
Is it a matter of common knowledge among ter shippers here that this is a dangero Point for currents?-Not particularly. Not more than elsewhere on the coast of Japan. Bet it is very misleading, because it rare in any direction. Witness added that he had at times wet practically fair parrots at this point.
EVIDENCE OF OTHER OFFICERS. Mr. A. O. Cooper, the Chief Officer, who was on watch at the time the vessel stranded,
That the
That the shora along this part of Jspag is subject to varying and uncertain ourronts subject to sudden and severe changes after a strong storm such as it is a matter of com mon knowledge to the Court occurred with exceptional violence off that cost of Japa on the 26th July.
"That the Empress of China was well found and offered; the watch properly got, and very premation taken in speed, sounding look-out, etc., that seamanship could suggest,
"That after striking, so far as the evidence given shows, everything proper and necessary was done by the Master. Certificated Officers and Crew in the interests of the ghip and cargo, and particularly in securing the rufe
any exceptional current No. She set in one mid he could corroborate emnotly the whole and rapid landing of passengers.
mile only. There was no exceptional current statement just made by Captain Archibald.. The Court having regard to the circum.
At about 5.30 the ship ran into a thick bank of stances as above stated find→→
there.
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That the stranding of the S. 8. Empress of China was due to the rossel baving been set ont. of her course 18 nautical miles to the north-east by a strong and unusual current, of the or istence of which the Master had no knowledge and obsegrity which left him in ignorance of and no means of knowing, and to the inistiness his proximity to the shore,
That all ordinary precautions to prevent such a disaster had been taken by the faster, a disaster which could only have been averted had some signal or warning beon perceptible from the shore.
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The Eour parenance of the powers vested in it potion: 483 of the Merchant Shipping Act 1894 (57 & 58 Viot. Cap. 60) orders the sum of £6. 48, 61, being the costs of the proceedings before the said Court, to be paid Thie wat was started by the late Robert Thorn by the Master of the 6.8. Empress of Chinit
of Greenock and has been sold as No. 4 sinos 1831 and he is hereby ordered to pay the said amount accordingly.
Dated at the British Consulate General, Yokohama, this 17th day of August, 1911.
(Úd.) Thomas HARRINGTON,
HB.M. Vice Consul, Pre- sident of Naval Court, (84) ROBERT D VID OWEN,
Master of Steamship "Ajaz" 113,395, (8d.) GODFREY JOHN CALDWELL,
Master
of Steamship Bocotrs," off. 105,612.
-Japan Gazette.
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