PART V.
LIFE SAYING APPLIANCES.
According to the Board of Trade Surveyor's Certificate, the Empress of Ireland was provided with the following boats:—
| No. and Description. | Materials. | Contents in Cubic Feet. | No. of Persons to Accommodate |
| 16 Lifeboats . . . . . . . . . . . . . . . . . . . . . . . . . . . | Steel. . . . . . . . . . . . . . . . . . . . . . . | 7,640 | 764 |
| 20 Engelhardt boats. . . . . . . . . . . . . . . . . . . . . . | Wood and canvas . . . . . . . . . . . . . | 9,200 | 920 |
| 4 Berthon boats. . . . . . . . . . . . . . . . . . . . . . . . . | " " | 1,747 | 176 |
| Total. . . . . . . . . . . . . . . . . . . . . . . | . . . . . . . . . . . . . . . . . . . . . . . . . . | 18,587 | 1860 |
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 provided 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 lifebelts for the number of persons accommodated therein, and the lifebelts for the members of the crew were available in their respective quarters.
On the 15th of May, 1914, the vessel, when about to take her departure for Quebec, 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.
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 Railway 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 operators' 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 swinging 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.
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 alongside 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.
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 ascertain 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 outline 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.
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 assistance, 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. However, 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 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 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 operating room, took over charge of the instruments, and heard the last of the Empress 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.
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 Rimouski 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 Empress 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 Rimouski 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 Pouliot) lying at Rimouski Wharf, was informed by the Wireless operators at Father Point that the Empress of Ireland was sinking and asking for assistance. He immediately 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 Rimouski 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 conveyed them to Rimouski.
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