Wreck report for 'Empress of Asia' and 'Tung Shing', 1926

FOR OFFICIAL USE

(No. 7833.)

"EMPRESS OF ASIA" (S.S.) AND "TUNG SHING" (S.S.).

THE MERCHANT SHIPPING ACT, 1894.

Finding and Order of a Naval Court held at Shanghai on Thursday, the 14th, and Saturday, the 16th January, 1926, to inquire into the circumstances attending a collision between the British steamship "Empress of Asia " of the Port of Vancouver, Official Number 135226, and the British steamship " Tung Shing" of the Port of Hong Kong, Official Number 118263, in the River Whangpoo on the 11th January, 1926, whereby the loss of the said steamship " Tung Shing " occurred, and to investigate the cause of such loss, and to inquire into the conduct of the masters, mates, engineers and crews of the said vessels.

The "Empress of Asia " was a steam vessel of 16,909 registered gross tonnage, built at Glasgow in the year 1913, and belonging to the Port of Vancouver. It appears from the evidence given before this Court that she sailed from Shanghai on the 11th day of January, 1926, bound for Vancouver with a general cargo and a crew of 556 hands all told, as well as 241 passengers.

The "Tung Shing" was a steam vessel of 1,869 registered gross tonnage, built at Newcastle-on-Tyne in the year 1903, and belonging to the Port of Hong Kong. It appears from the evidence that she sailed from Hong Kong on or about the 7th day of January, 1926, bound for Shanghai with a general cargo and a crew of 72 hands all told, as well as 19 passengers.

The "Empress of Asia" was proceeding down the Whangpoo River on the morning of the 11th January, 1926, in charge of John Edwin Inch, a duly licensed pilot. Nothing unusual occurred until about 7 a.m., when she approached Black Point, about six miles below the China Merchants Lower Wharf, whence she had started her voyage. As she was rounding Black Point she observed three steamships coming up river towards Shanghai. The first two of these steamships she passed on her port hand. The third of them was the "Tung Shing," which, at a distance of about three quarters of a mile, heing then slightly on the starboard bow of the "Empress of Asia," blew one blast of her whistle; at the same time she altered her course slightly to starboard. The "Empress of Asia" replied with one blast and put her helm to port with the intention of altering her course to starboard, but the ship being sluggish on her helm on account of shoal water, it appears that this alteration was almost imperceptible. When the ships were about half a mile apart, the "Tung Shing," being still slightly on the starboard bow of the "Empress of Asia," again blew one blast and altered her course again to starboard. The "Empress of Asia" replied with one blast and put her helm hard aport and her engines to half speed. Immediately after this it became apparent that a collision was imminent. The "Tung Shing" then starboarded her helm with the intention of reducing the force of impact. The "Empress of Asia" went full astern with her starboard engine and full ahead with her port engine. Just before the impact the " Empress of Asia " went full speed astern with both engines and the " Tung Shing" also went full speed astern. The "Empress of Asia" struck the "Tung Shing " abaft the boat deck and abreast of her No. 3 hold at an angle of about 35 degrees. The " Empress of Asia's " engines were stopped and the two ships remained in contact; the "Tung Shing " sank in about two minutes in about thirty feet of water. The " Empress of Asia " stood by and lowered a boat to save life. Some native craft which were in the vicinity also rescued a number of Chinese. Ten Chinese passengers are not accounted for, but no bodies have been found, and some at any rate, appear to have been rescued and taken ashore by these Chinese boats.

The Court, having regard to the circumstances stated above, finds as follows:--

That the "Empress of Asia " was holding her right side of the river after passing Black Point and steering a very slightly diagonal course across to the left or Shanghai side, and that her sluggishness in answering her helm prevented more than a very small alteration in her course in the two or three minutes preceding the collision, which appears to have occurred in about mid-channel. The Court is of opinion that the master of the "Empress of Asia" navigated his ship in a seamanlike and proper manner except that, having regard to the circumstances, lie should have stopped or reduced speed at the moment when he first ported his helm; he failed to do so, and the Court for this reason considers that blame attaches to him.

With regard to the "Tung Shing," the Court considers that the master was in error in not altering his course to starboard sufficiently at an early enough moment, having regard to the circumstances, as shown by the evidence (including the position of the wreck), that he was not holding his starboard side of the channel when he first blew one blast.

The Court considers that, of the two ships, the greater degree of responsibility for the collision attaches to the "Tung Shing."

The Court considers that the officers and crews of both ships conducted themselves properly after the collision and that all possible steps were taken to save life.

The Court desires to record its opinion that on the morning of the 11th January, 1926. the conditions of tide and weather were not such as to render it imprudent to take down the River Whangpoo a vessel of the size of the " Empress of Asia."

The expenses of the Court, fixed at £11 8s., are approved.

(Issued by the Board of Trade in London

on Tuesday, the 27th day of April, 1926.)

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