New-York tribune. [volume] (New York [N.Y.]) 1866-1924, 1914-07-12
No One Saw Change of Course.

frst.
No One Saw Change of Course.
mo 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.
There is. in our opinion, no ground
tor saying that the course of the En-
press 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 al
terations of her wheel, but in conse-
quence of some uncomfortable move
ment which was accounted for at one
time on the hypothesis that the steer
ing gear was out of order. and at an
other by the theory that having regard
to the tulness of the stern of the En-
press of Ireland the area of the rudder
was insufficient.
Evidence was called in support OF
this explanation. 1t is not necessary
to examine this evidence in detail.
The principal witness on the point as
70 the steering gear was man named
Galway, one OF the quartermasters on
the Empress of Ireland. lie said that
he reported the jamming incident TO
Williams, the second officer on the
bridge (who was drowned) and TO
Pilot Bernier. He said he also men,
toned the matter to Quartermaster
Murphy, who relieved him at midnight,
of the disaster. Pilot Bernier and
Murphy were called, and they denied
that Galway had made any complaint
whatever to them about the steering
gear.
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 evil
dence of three men and the pilot from
another Norwegian collier called the
Alden, at the time under charter to
the Dominion Coal Company, who were
the charterers of the Storstad. These
witnesses spoke of 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 steer
ing badly, changing from red to green
several times. The witnesses do not
speak of any behavior of the vessel
which would suggest tanning, and it
is to be believed that the allegation
that the vessel sheered from side to
side on this occasion is entirely dif-
ferent from the allegation Of Galway
that the wheel jammed.
Advisers Agree in Opinion.
50
ing gear and rudder, we are of opinion
that the allegations as to their condi'
tions are not well founded. We have
consulted our advisers and they concur
in this opinion.
at was said on behalf OF the Stor-
stad that the order to put the liner
full speed astern 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 thlnK
the stopping evidences uneaslness on
the part of Captain Kendall and a
consciousness that his ship was pos
siblv in too close proximity to the
Storstad
eve think that he would have been
better advised If he had given the
gated 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 nave
heen an unseamanlike act, nor do we
consider his failure to give the wider
berth as a contributory cause OF the
disaster" uo
The report found that there was no
Lack of discipline on board the Empress
and that the Empress complied with All
The REGULATIONS regarding boat equip
mont watertight doors, etc.
To preyent such loss OF life IN the
future the commission made these sus-
"First-That in foggy weather all
watertight doors and portholes peio"
Inc ton of the watertight bulkheads oe
closed Preferably they should re
closed ell the time between sunset anu
second That it might be desirable
70 consider whether RATS could NOT DC
placed in such position on he upper
deck that they would float au.omat'c"i'
lv on the water as the ship sanK.
The inquiry into the disaster was
begun in Quebec oil June ~ by COM
mission composed of Lord Mersev' Iot'
ncrly presiding justice OF ths Brush
Admiralty Court; Sir Adolpho kouthler,
Of Quebec. and Chief Justice Mcleod
Of New Brunswick. The commissioner
were assisted in their work by Com,
mander F. W. Caborne, of the British
ROYAL Naval Reserve; Professor John
Welsh. of Newcastle, England; Captain
pemers. of the Dominion Wreck Com
mission, and Engineer Commander
Hove. of the Canadian Naval Service.
Commander Caborne and Professor
Welsh were nominated by the British
BOARD of Trade. Lord Mersey also
presided over the inquiry into the IL