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RMS Empress of Ireland was a Scottish-built ocean liner that sank near the mouth of the Saint Lawrence River in Canada following a collision in thick fog with the Norwegian collier Storstad in the early hours of 29 May Although the ship was equipped with watertight compartments and, in the aftermath of the Titanic disaster two years earlier, carried more than enough lifeboats Jon Boat Manufacturers In India 2020 for all onboard, she foundered in only fourteen minutes.
Of the 1, people on board, 1, died, making it the worst peacetime marine disaster in Canadian history. The transcontinental CPR and its fleet of ocean liners constituted the company's self-proclaimed "World's Greatest Transportation System". Empress of Ireland had just begun her 96th voyage when she sank. The wreck of Empress of Ireland lies in 40 m ft of water, making it accessible to advanced divers.
The Canadian government has passed legislation to protect the site. Empress of Ireland was the second of a set of twin ocean liners ordered by Canadian Pacific Steamships during their early years in operation on the North Atlantic. In , Canadian Pacific officially entered the market for trans-Atlantic passenger travel between the United Kingdom and Canada.
The line proved to be successful on the North Atlantic trade, as in that first year, thirty-three westbound crossings were completed by those three ships, on which a combined total of 23, passengers traveled in third class, most of them immigrants bound for Canada.
These ships were designed to each be roughly 14, tons, and were identical in design and specifications. Both were of identical appearance, with two funnels and two masts , with equal passenger capacity of just over 1, In the early planning stages, their intended names were to have been Empress of Germany and Empress of Austria , but were later changed respectively to Empress of Britain and Empress of Ireland , following the implementation of a policy that any future Canadian Pacific ship named in the Empress format would be respectively named after a dependency or colony of the British Empire.
The ship's keel was laid down on 10 April for hull number at Fairfield's berth number 4 next to her sister ship , Empress of Britain , which was being built. Empress of Ireland ' s length was ft m overall [11] and Her beam was She had twin funnels and two masts.
The Empress ' s safety features included ten watertight bulkheads which divided the hull into eleven compartments which could be sealed off through the means of closing twenty-four watertight doors. All eleven bulkheads extended from the double bottom up to directly beneath the Shelter Deck, equivalent to three decks above the waterline.
By design theory, the vessels could remain afloat with up to two adjacent compartments open to the sea. However, what would prove to be the fatal flaw in her design in was that, unlike aboard Titanic where the watertight doors could be closed by the means of a switch on the ship's bridge , the watertight doors aboard Empress of Ireland were required to be closed manually.
When she first entered service in , she had been equipped with standard wooden lifeboats , which in were replaced with sixteen steel lifeboats mounted in traditional radial davits , under which were stored another twenty-six wooden collapsible lifeboats, all of which combined had a capacity of 1, persons, more than the ship was licensed to carry.
Empress of Ireland was launched on 27 January With her original configuration she required a crew of , and had berths for 1, passengers in four classes on seven decks. Empress of Ireland ' s First Class accommodation, located amidships on the Upper and Lower Promenade and Shelter decks, could accommodate passengers when fully booked. Their accommodation included access to the open boat deck and two enclosed promenade decks which wrapped the full exterior of the Upper and Lower promenade decks.
Located on the Upper Promenade deck was the Music Room, with built-in sofas and a grand piano encircling one of the ships most notable features, being the glass dome over the First Class dining room.
Also on this deck was the top landing of the First Class main staircase, which as similarly seen aboard Titanic , faced aft and extended down two decks to the entrance of the First Class dining room. Located on the Lower Promenade deck was the First Class library, situated at the forward end of the deck with windows overlooking the ship's bow.
Amidships was the First Class cafe, which was pierced by the two-story well above the First Class dining room, while at the after end of the deck was the First Class smoke room. One deck below on the Shelter Deck was the elegant First Class dining room, which could seat passengers in one sitting. In addition, a separate dining room for up to thirty First Class children was located at the forward end of the deck.
Finally, scattered across all three decks were arrays of two- and four-berth cabins. Her Second Class accommodation, in the stern on the Lower Promenade, Shelter, Upper and Main Decks, could accommodate more passengers than in First Class, with a designed capacity for in Second Class when fully booked. They were allotted open deck space at the after end of the Lower Promenade deck, extending from the after end of the superstructure to beneath the docking bridge at the end of the stern, while one deck below on the Shelter deck was located additional deck space sheltered by the deck above.
Also on the Shelter Deck were the Second Class Smoke Room, located at the aft end of the deck and designed in a similar but simpler fashion as what was seen in First Class, with built-in sofas lining the outer walls and an adjacent bar. At the forward end of the deck, beneath the aft mast was the Second Class entrance, with a staircase running down two decks to the Main Deck.
Aft of the main landing was the Second Class social hall, laid out in a fashion similar to the smoke room and provided with a piano, while forward of the entrance was the Second Class dining room, large enough to seat passengers at one serving. On the starboard side of the Upper Deck and in the three compartments aft of the Engine Room casing on the Main Deck were an array of two and four berth cabins, designed to be interchangeable to both First Class and Third Class.
According to the ship's deck Jon Boat Manufacturers In India Kor plans, cabins for passengers on the Upper Deck were designed to be converted to First Class cabins if needed, while the cabins for passengers on the Main Deck could simultaneously be converted to be used for Third Class passengers if needed. As for immigrants and lower-class travellers, Empress of Ireland was designed with accommodations which symbolized the dramatic shift in immigrant travel on the North Atlantic commonly seen between the turn of the 20th Century and the outbreak of the First World War, that being a general layout which included both the 'old' and 'new' steerage , which combined provided accommodations for passengers at the forward end of the ship.
Passengers travelling in these two classes had some shared public areas, including access to the forward well deck on the Shelter Deck, as well as a large open space on the Upper Deck very similar to the open space later seen aboard Titanic.
This open space, which spanned the full width of the ship and the length of two watertight compartments, included wooden benches lining the outer walls, and a large children's sandbox enclosed by a wooden fence. At the after end of this space were two smaller public rooms, side by side against the adjacent bulkhead.
On the port side was the 3rd Class Ladies' room, which included a piano, while across on the starboard side was the 3rd Class Smoke Room, complete with an adjacent bar. On the Main and Lower Decks, the accommodations separated, with the 'new' steerage, more commonly referred to as Third Class, providing for passengers, and the 'old' steerage providing for passengers. Accommodation for Third Class consisted of four sections of two, four and six berth cabins, three on the Main Deck and one on the Lower Deck, and defined by watertight bulkheads.
Directly aft of the section on the Main Deck was the Third Class Dining Room, which was large enough to seat passengers in one sitting. The old steerage consisted of three sections of open berths, one on the Main Deck and two on the Lower Deck, all forward of the Third Class sections. Each section consisted of two-tiered bunks, individual pantries and long wooden tables with benches.
The following morning she made port Jon Boat Manufacturers In India Imm at Moville , a coastal town on the north coast of Ireland, to pick up a number of Irish immigrants before making for the open Atlantic. On her first trip across the Atlantic she carried 1, passengers, with in First Class and in Second Class, Third Class being booked well past capacity with , a large number of small children and infants among them. While off Rimouski , another small boat met the Empress to collect all Canadian-bound mail and drop off a group of people working to aid in preparing for the liner's arrival.
These consisted of Canadian Pacific Railway CPR ticketing agents who would meet with all the passengers to arrange for their transportation by rail to their final destinations across Canada; Canadian immigration and customs officials who would inspect luggage and check passenger documents, and doctors to examine all passengers to check for any illnesses which would warrant quarantine at Grosse Isle , a process all but one of the ship's passengers passed through successfully.
Empress of Ireland arrived in Quebec City early the following morning, where passengers disembarked and cargo was offloaded, and after a six-day turnaround she sailed on her first eastbound crossing back to Liverpool on 12 July. Over the next eight years, Empress of Ireland completed the same process of transporting passengers and cargo between Britain and Canada, with alternating Canadian ports by season, terminating at Quebec City in May through October and at Halifax , Nova Scotia , and Saint John , New Brunswick , in November through April when the river was frozen over.
By Empress of Ireland was equipped with wireless , operating on the and metre wavelengths. Her call sign was MPL. Empress of Ireland ' s final successful crossing ended when she arrived at Quebec City from Liverpool on 22 May , by which time she'd transported , passengers westbound to Canada [14] and another 67, eastbound to Britain. Empress of Ireland departed Quebec City for Liverpool at local time EST on 28 May , manned by a crew of and carrying 1, passengers, roughly two-thirds of her total capacity.
In First Class, the list of passengers was relatively small, with only eighty-seven booked passages. This small number did not however spare the inclusion of some rather notable figures from both sides of the Atlantic. Second Class saw a considerably larger booking at just over half capacity with passengers, owed greatly to a large party of Salvation Army members and their families, numbering in all, who were travelling to attend the 3rd International Salvation Army Congress in London.
Third Class saw the largest booking, which with passengers was nearly filled to capacity. This complement reflected greatly the typical mix of steerage travellers seen on eastbound crossings aboard the Empress and her running mates on the North Atlantic which paralleled that seen on westbound crossings from Liverpool.
While on westbound crossings Third Class passengers were predominantly diverse mixes of immigrants, eastbound crossings saw equally diverse blends of former immigrants from both Canada and the United States returning to their native countries in Europe. Many were returning to visit relatives, while others were in the process of remigrating and resettling.
Henry George Kendall had just been promoted to Empress of Ireland ' s captain at the beginning of the month, and it was his first trip down the Saint Lawrence River in command of her. She resumed a normal outward bound course of about N76E and soon sighted the masthead lights of SS Storstad , a Norwegian collier , on her starboard bow at a distance of several miles. These first sightings were made in clear weather conditions, but fog soon enveloped the ships.
The ships resorted to repeated use of their fog whistles. At local time Storstad crashed into Empress of Ireland ' s starboard side at around midships. Storstad remained afloat, but Empress of Ireland was severely damaged. A gaping hole in her side caused the lower decks to flood at a rate alarming to the crew.
Empress of Ireland lurched heavily to starboard. There was no time to shut the watertight doors. Water entered through open portholes , some only a few feet above the water line, and inundated passageways and cabins.
Most of the passengers and crew located in the lower decks drowned quickly. Those berthed in the upper decks were awakened by the collision and immediately boarded lifeboats on the boat deck. Within a few minutes, the ship's list was so severe that the port lifeboats could not be launched. Some passengers attempted to do so but the lifeboats just crashed into the side of the ship, spilling their occupants into the frigid water. Five starboard lifeboats were launched successfully, while a sixth capsized during lowering.
The lights and power on Empress of Ireland eventually failed five or six minutes after the collision, plunging the ship into darkness. Ten or eleven minutes after the collision, the ship lurched violently onto her starboard side, allowing as many as passengers and crew to crawl out of the portholes and decks onto her port side. The ship lay on her side for a minute or two, having seemingly run aground.
A few minutes later at , about fourteen minutes after the collision, the bow rose briefly out of the water and the ship finally sank. Hundreds of people were thrown into the near-freezing water. The disaster resulted in the deaths of 1, people. As reported in the newspapers at the time, there was much confusion as to the cause of the collision with both parties claiming the other was at fault. The witnesses from Storstad said they were approaching so as to pass red to red port to port while those from Empress of Ireland said they were approaching so as to pass green to green starboard to starboard , but "the stories are irreconcilable".
Ultimately, the swift sinking and immense loss of life can be attributed to three factors: the location in which Storstad made contact, failure to close Empress of Ireland ' s watertight doors, and longitudinal bulkheads that exacerbated the list by inhibiting cross flooding. A contributing factor was open portholes. Surviving passengers and crew testified that some upper portholes were left open for ventilation.
When Empress of Ireland began to list to starboard, water poured through the open portholes further increasing flooding.
The exact numbers of passengers and crew of the sunken ship who either died or were saved was not established until the inquiry. This was because of discrepancies in the names of the passengers shown on the manifest particularly in regard to the continentals and the names given by the survivors. Storstad , which remained afloat, lowered her own lifeboats and began the rescue survivors in the water. Lady Evelyn arrived at the site of sinking at No survivors were left in the water but Lady Evelyn collected the survivors rescued by Storstad , as well as bodies, and arrived to join Eureka at the Rimouski Wharf about
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