The deck crew

Captain and the officers

Picture Name age Position Monthly pay
Edward John Smith 62 Captain £104, 3 Shilling and 4
cents.
(Plus £200 annually if
free of incidents)

Henry Tingle Wilde 39 Chief officer £25

William McMaster Murdoch 39 First officer £17 and 10 Shillings

Charles Hebert Lightoller 38 Second officer £14

 Herbert John Pitman 35 Third officer £9 and 10 Shillings

Joseph Groves Boxhall 28 Fourth officer £9

Harold Godfrey Lowe 29 Fifth officer £8 and 10 Shillings

James Paul Moody 24 Sixth officer £8 and 10 Shillings

Surgeon’s/Doctor’s
Picture Name age Position Monthly pay
William Francis Norman O’Loughlin 62 Surgeon/Doctor £10
 John Edward Simpson 37 Assistant surgeon/doctor £8 and 10 Shillings

Master at arms
Picture Name age Position Monthly pay
Thomas Walter King 42 Master at arms £5 and 10 Shillings

Henry Joseph Bailey 46 Master at arms £5 and 10 Shillings

Quartermasters
Picture Name age Position Monthly pay
Arthur John Bright 42 Quartermaster £5 and 5 Shillings

Robert Hichens 29 Quartermaster £5 and 5 Shillings

Sidney Humphreys 52 Quartermaster £5 and 5 Shillings

Alfred John Olliver 27 Quartermaster £5 and 5 Shillings

Walter John Perkis 37 Quartermaster £5 and 5 Shillings

George Thomas Rowe 31 Quartermaster £5 and 5 Shillings

 William Wynn 41 Quartermaster £5 and 5 Shillings

Boatswain and boatswain’s mate

Picture Name age Position Monthly pay
Albert William Stanley Nichols 47 Boatswain/Bo’sun £8 and 10 Shillings

Albert Haines 31 Boatswain/Bo’sun mate £6 and 10 Shillings

Carpenter and joiner

Picture Name age Position Monthly pay
John Maxwell 29 Carpenter £9 and 10 Shillings

John Hall Hutchinson 28 Joiner £6

Deck storekeeper and lamp trimmer
Picture Name age Position Monthly pay
 John Foley 46 Deck storekeeper £5 and 5 Shillings

Samuel Ernest Hemming 43 Lamp trimmer £5 and 5 Shillings

Lookouts
Picture Name age Position Monthly pay
Alfred Frank Evans 25 Lookout £5

Frederick Fleet 24 Lookout £5

George Alfred Hogg 29 Lookout £5

 Archie Jewell 23 Lookout £5

Reginald Robinson Lee 41 Lookout £5

George Thomas Macdonald Symons 24 Lookout £5

Able bodied seamen

Picture Name age Position Monthly pay
John Anderson 42 Able bodied seaman £5
Ernest Edward Archer 35 Able bodied seaman £5

Thomas Henry Bradley 28 Able bodied seaman £5

Walter Thomas Brice 42 Able bodied seaman £5

Edward John Buley 26 Able bodied seaman £5

Frederick Charles Clench 33 Able bodied seaman £5

George James Clench 31 Able bodied seaman £5

Frank Couch 27 Able bodied seaman £5

Stephen James Davis 39 Able bodied seaman £5
Frank Oliver Evans 27 Able bodied seaman £5

James Forward 27 Able bodied seaman £5

Harry Holman 29 Able bodied seaman £5

Albert Edward James Horswill 33 Able bodied seaman £5

Robert John Hopkins 43 Able bodied seaman £5

Thomas William Jones 34 Able bodied seaman £5

William Arthur Lucas 25 Able bodied seaman £5

William Henry Lyons 25 Able bodied seaman £5

David Matherson 33 Able bodied seaman £5

William McCarthy 48 Able bodied seaman £5

George Francis 'Paddy' McGough 36 Able bodied seaman £5

George Alfred Moore 32 Able bodied seaman £5

Frank Osman 27 Able bodied seaman £5

Charles Henry Pascoe 45 Able bodied seaman £5

William Chapman Peters 26 Able bodied seaman £5

John Thomas Poingdestre 27 Able bodied seaman £5

Joseph George Scarrott 33 Able bodied seaman £5

Charles William Frederick Taylor 35 Able bodied seaman £5

 Philip Francis Vigott 32 Able bodied seaman £5

William Clifford Weller 30 Able bodied seaman £5

Ordinary seamen
Picture Name age Position Monthly pay
William Smith 26 Seaman £5
Bertram Terrell 19 Seaman £5

Mess steward/crew cook

Picture Name age Position Monthly pay
Montague Vincent Mathias 29 Mess steward/crew cook £4
Frederick Tamlyn 23 Mess steward/crew cook £4

Window cleaners
Picture Name age Position Monthly pay
 William Harder 39 Window cleaner £4

Robert James Sawyer 31 Window cleaner £4

Duties
Job Where would he have Job description
worked?
Captain Before sailing
 Commanders are to present themselves at the Office of
the Company and at the Custom House as soon as
practicable after arrival. They are also to report to the
Agents verbally, and in writing, if required, of any
particular incident of the voyage. Commanders are not
to leave port when abroad without the Agent's
knowledge and approval. They are also required to
attend at the Company's Office wherever they may be
at 11 a.m. daily.
Duties while in port
Duties during the departure
Duties while at sea
Duties while docking

Chief officer  Would give the seamen their orders of the day.
Duties while in port
Duties during the departure
Duties while at sea
Duties while docking

First officer Duties while in port

Duties during the departure
Duties while at sea
Duties while docking

Second officer
Third officer
Fourth officer
Fifth officer
Sixth officer
Surgeon  Responsible for the health of the passengers in first class


Assistant Surgeon  Responsible for the health of the passengers in second and
third class.


Master at arms • Responsible for maintaining order amongst the passengers

and crew.
• Observing the opening times of the public rooms.
Quartermaster Three quartermasters would be on duty each four hours. Two
would have their station on the bridge, one at the wheel to
keep the ship on course and follow helm orders and one to run
messages from here to there and one would be stationed at the
docking bridge at the poop deck.
Boatswain  Shift leader of the port watch, oversees and assists his men
in doing their duty.
 Sold clothing, such as caps, cap tallies, shipping company
pullovers, jackets and serge trousers to the seamen.
Boatswain’s mate  Shift leader of the starboard watch. oversees and assists his
men in doing their duty.
Able bodies seaman  Scrubbing or drying the decks during the day, depending on
the weather.
 Polishing the brass work around the ship, such as the
telegraphs.
 Lashing down the deckchairs with the assistance of the deck
stewards
 Keep an eye out on the decks.
Seaman
Storekeeper Looked after certain materials and handed them out to the
crew as required.
Lamp trimmer  Responsible for the upkeep of all oil lamps aboard and for
the mixture of colours.
 Lighting the oil lamps, navigational lights at dusk.
 Placing red oil lamps in front of the stairwells at 10 o’clock.
Carpenter  Responsible for measuring the water level in the double
bottom.
 Looking after the water in the fresh water tanks, especially
as the seawater had a low temperature.
 Responsible for the instruments in the wheelhouse and on
the bridge.
 Responsible for the oiling of the wheel-chain, the
cleanliness of the winches, the cargo hatches and
tarpaulins.
Joiner The carpenter’s assistant, with whom he would delegate work
and with that his duties.
Mess steward/crew crook Preparing the food served in the seamen’s mess.
Window cleaners Cleaning the windows around the ship during the day
 Officers’ handbook
5.--Commanders to Report Arrival.
6.-Reporting.
7.-Fittings and Decorations.
8.-Officers in Charge
9.-Smoking when on Duty.
10.-Matches
11.-Gambling, Cardplaying.
12.--Conduct of officers
R.N.R. Uniform is only to be worn on drill or on special occasions when ordered.
Full Dress is not obligatory on steamers carrying cargo only.
Commanders are required, in all cases, themselves to report the arrival of their
ships at all ports, in addition to the letters, &c., which are written by the Purser and
Chief Engineer, and, except with special permission, they and all members of the
Crew are to remain by the ship whilst passengers are on board.
Commanders are to present themselves at the Office of the Company and at the
Custom House as soon as practicable after arrival. They are also to report to the
Agents verbally, and in writing, if required, of any particular incident of the voyage.
Commanders are not to leave port when abroad without the Agent's knowledge
and approval. They are also required to attend at the Company's Office wherever
they may be at 11 a.m. daily.
No alterations or additions whatever in the structure, fittings, or decorations of the
ship are to be made without the sanction of the crew
When in port, whether at home or abroad, at least one Officer and two
Quartermasters must always be in charge of the deck, and one Engineer in charge
of the engine room and stokeholds, both by day and by night. In addition, the
Night Watchman is to visit all parts of the vessel after the day's work is over as a
safeguard against fire; he is also to go the rounds every hour during the night, and
at once report any suspicious circumstance to the Officer on watch. No Officer,
Engineer, or other member of the Crew on watch shall go off duty without being
properly relieved.
Officers, Engineers, and other members of the Crew are strictly prohibited from
smoking when on duty, whether at sea or in harbour, and, with the exception of
the Doctor and Purser, from using the smoking rooms appointed for passengers.
Indiscriminate or surreptitious smoking on the part of live stock attendants should
be specially guarded against, in order to obviate risk of fire.
No Matches of any kind are to be taken on board by any member of the Crew, the
Company providing safety matches for the use of every one on board. Any one
breaking this rule is to be reported to the commander
Gambling, card playing, and all games of chance are strictly prohibited to
Commanders, Officers, Engineers, and all other employees of the Company afloat
of all grades and departments, and any instance coming to the knowledge of the
Managers will be dealt with in the severest manner.
Commanders are required to watch over the conduct of all their Officers, and to
insist on the observance of moral principles and gentlemanly behaviour. At the end
of each voyage they are to give a faithful and conscientious report to the Marine
Superintendent of the Company on the conduct, qualifications and sobriety of the
Officers and others, in addition to the conduct report handed in to the Managers.
Every superior Officer shall, upon all occasions, exact from those under him
unequivocal and respectful compliance with his orders, and it is expected of all
subordinates that they will not neglect the usual mark of respect, either when they
address or are addressed by a superior Officer. The Company desire to impress
upon the Commanders and Officers generally, in the strongest manner possible,
the necessity of maintaining the most complete and perfect discipline and order
on board their ships. The responsibilities of the service are such, that nothing
should be left undone to preserve and enhance the position which has been
attained, and as the proper conduct of the Commanders, Officers, and Crews have
an important bearing and influence on the reputation of the service, every effort

13.-Sale of Wines and Spirits
14.-Leave of Absence
15.-Sailing Day
16.-Inspection of Ship
17.-Attention to Passengers
18.-Responsibility of Commanders.
should be exerted to preserve the highest state of efficiency in these respects.
No sale of wines or spirits for cash is to be made to any member of the ship's
Company; cards must be signed for everything supplied.
Leave of absence, in all cases, is only to be granted by the Commander or Officer in
charge for the time being, and the return to duty must be duly reported to him.
When the ship is in a foreign port, the Chief, First or Second Officers and the Chief
or a Second Engineer are to be on duty, and in addition, a Junior Officer and a
Junior Engineer are always to be on board.
The victualling department must always have some responsible person in charge.
No leave of absence is to be granted for the night preceding day of sailing from any
foreign port, as it is essential to have every one in readiness, and at their
respective posts.
In order that the discipline of the ship may not be interfered with, NO MEMBER OF
THE SHIP'S COMPANY will be permitted, under any circumstances, to introduce or
receive visitors or relatives on board on the day of sailing or arrival.
Commanders of the passenger steamers are required to make a thorough
inspection of the ship, accompanied by the Purser, Doctor, and Chief Steward, at
10-30 a.m., should circumstances and weather permit. If the Commander, through
other duties, is unable to make the inspection, it is understood that the Doctor,
Purser, and Chief Steward will inspect the ship and report to him later.
The Doctor, Purser, and Chief Steward will make an evening inspection of the
passenger department at 9 o'clock.
Commanders of the steamers carrying freight and live stock are to make a daily
inspection, so far as it is applicable, accompanied by a foreman cattleman through
the cattle spaces and cattlemen's rooms.
In the engine-room inspection the Commander is to be attended by the Chief
Engineer only.
It is to be understood that the Commanders, when making their periodical
inspection of the ship, arc not required to inspect staterooms when they are
occupied or when the doors are closed.
All Employees of the Company are to show every attention to the requirements of
passengers and visitors consistent with the due performance of their duties, but
Officers, except the Doctor and Purser, are not permitted to participate in the
amusements of passengers, such as games, concerts, &c. ; they will confine
themselves to showing ordinary courtesy to passengers when off duty.
Officers and Engineers of all grades are strictly forbidden to entertain passengers
in their rooms or to receive hospitality from them.
The Commanders must distinctly understand that the issue of these Regulations
does not, in any way, relieve them from entire responsibility for the safe and
efficient navigation of their respective vessels ; and they are also enjoined to
remember that they must run no risk which might by any possibility result in
accident to their ships. It is to be hoped that they will ever bear in mind that the
safety of the lives and property entrusted to their care is the ruling principle that
should govern them in the navigation of their vessels, and that no supposed gain in
expedition, or saving of time on the voyage, is to be purchased at the risk of
accident. The Company desires to maintain for its vessels a reputation for safety,
and only looks for such speed on the various voyages as is consistent with safe and

19.-Passengers not allowed on Bridge, &c
20.--Regulations concerning Collisions at
Sea
21.-Accident or Collision.
22.-Duties in case of Collision
prudent navigation. All ports should as far as possible be entered and left in
daylight, and Commanders should post themselves prior to each voyage as to
vessels which they are likely to meet in the channels leaving port.
Commanders are reminded that the steamers are uninsured, and that their own
livelihood, as well as the Company's success, depends on immunity from accidents.
No precaution which ensures safe navigation is to be considered excessive.
Passengers are not to be allowed on the bridge or in the chart room or wheel
house, nor are they to visit the quarters of the navigating or engineering staff, or
the Chief Steward's room, when the steamers are under weigh, or when
embarking or disembarking.
As the Regulations for preventing Collisions at Sea, published by the Admiralty and
the Board of Trade, cannot be too frequently impressed upon Officers, copies are
issued with these Instructions, and inserted in the circular book of the deck
department, and the Commanders are required to see and satisfy themselves that
their Officers are made thoroughly acquainted with them. In executing whatever
manouvre circumstances may enforce upon them, they are always to act promptly,
so that their intention may be at once apparent to approaching ships.
The Commander, in the event of a collision or casualty of any kind occurring, or of
salvage or other services being rendered to or by his vessel, shall duly note his
protest on arrival in port, but must not extend it without previous instructions
from the Managers. As legal proceedings may also be anticipated, arising out of
such casualties, a special report should be prepared and addressed to the
Company's Solicitors under cover to the Managers, furnishing to the Solicitors full
information as to the facts, in order that they may be able to conduct the litigation
and advise the Managers upon the case, and as to evidence required. If the
casualty occurs on the outward voyage the special report should be sent under
cover, addressed to the Agent at the port of destination. If it occurs under such
circumstances that the Commander may reach the Managers as soon as his report,
no special report need be prepared (unless special instructions are given), as the
Managers can consult with the Company's Solicitors, taking the Commander with
them to narrate the facts.
In cases of collision an entry must also be made in the official log book, and signed
by the Commander and Chief Officer or other members of the Crew, as required by
section 240 of the Merchant Shipping Act, 1894 ; but in making this entry it is
desirable, as far as possible, to confine it absolutely to the time of collision, the
names of the vessels, and a description of the damage done. In the ship's log book
it is sufficient to enter the fact that at a time named the vessel was in collision with
another vessel, giving her name, if possible, but no details whatever. Beyond the
entries in the log books and the special report above-mentioned, no memoranda
as to the circumstances of the collision are to be written down by any one.
It cannot be too strongly impressed upon the minds of Commanders how grave are
the responsibilities which are thrown upon them by the Merchant Shipping Act,
1894, sec. 422.
By this statute it is provided that:
(1.) In every case of collision between two vessels, it shall be the duty of the
master or person in charge of each vessel, if and so far as he can do so without
danger to his own vessel, crew, and passengers (if any),
(a) To render to the other vessel, her master, crew, and passengers (if any) such
assistance as may be practicable, and may be necessary, to save them from any
danger caused by the collision, and to stay by the other vessel until he has
ascertained that she has no need of further assistance, and also,

23.-Assisting vessels in distress.
24.-Verifying ship's position when nearing
the land
25.--Use of the lead
(b) To give to the master or person in charge
of the other vessel, the name of his own vessel, and of the port to which she
belongs, and also the names of the ports from which she comes, and to which she
is bound.
(2.) If the master or person in charge of a
vessel fails to comply with this section, and no reasonable cause for such failure is
shown, the collision shall, in the absence of proof to the contrary, be deemed to
have been caused by his wrongful act, neglect, or default.
(3.) If the master or person in charge fails, without reasonable cause, to comply
with this section, he shall be guilty of a misdemeanour, and if he is a certificated
officer, an inquiry into his conduct may be held, and his certificate cancelled or
suspended.
Shipowners frequently sustain serious loss in cases of collision through an omission
on part of Commanders to comply strictly with the above requirements.
Commanders are reminded that the circumstance of the ship being in charge of a
Pilot will not relieve them or the Officers from responsibility under foregoing
statute, and that they must see that his orders are promptly carried out, and that
the look-outs report everything instantly to the Bridge.
In the event of falling in with vessels derelict or in distress, Commanders (of the
passenger steamers especially) should bear in mind that by deviating from their
course, or from the usual employment of their ship, in order to render assistance
to other vessels, questions as to insurance will in all probability arise, and
responsibility may be incurred to passengers and owners of cargo for detention or
risk to which they or their property on board may thereby be exposed. As a
general rule, therefore, Commanders of the passenger steamers are requested not
to interfere in such cases, unless the circumstances be of very special character or
it be for the purpose of protecting or saving life, and under no circumstances are
the Commanders of either passenger or cargo steamers in rendering such service
to unduly risk their own vessel or expose the lives of those on board to hazard.
A wide berth is to be given to all headlands, islands, rocks, shoals, and the coast
generally; and the Commanders and Officers in charge are particularly enjoined, on
all occasions when possible on nearing the land, or in places of intricate navigation,
to take frequent cross bearings of any well-marked objects that may be visible and
suitable for verifying the position of the ship.
In hazy weather observations are of doubtful value, and signals on shore are liable
to fail; it should therefore be borne prominently in mind that in all cases where the
land is approached in thick or hazy weather, the frequent use of the lead is to be
regarded as the only really reliable proof of the ship's safe position. When
approaching the land in thick or hazy weather, frequent soundings are to be taken,
quite regardless of the delay which this may occasion, and in no case is any
confidence to be placed on a single
cast.

31.—Night Orders. The Commander is to enter in ink in the night-order book the course to be steered,
and all other necessary instructions, particularly as to being called in case of need
or doubt on the part of the Bridge Officer. The book is to be kept by the Officer in
charge of the watch, who will in turn pass it on to his relief, each Officer initialling
for his watch. The ship's position is to be worked up every evening at 8 p.m., and
entered in the night-order book.
The following night-orders are to be strictly observed:
 1.-In fog, immediately carry out the Company's Regulations and call the
Commander.’
2.—Give all vessels a wide berth, when in doubt, call the Commander.
3. —Should the ship not be making a good course, call the Commander.
4.-The Chart Room is not the Commander's private room. It is for general use for
navigating purposes.
5.-The senior Officers will see that the proper course is set, and the course
indicators correctly adjusted before leaving the bridge.
6.-All Officers will especially make themselves conversant with the usual Channel
courses.
7.-Senior Officers of the watch will not leave the bridge deck without special
permission.
8.-Officers will keep themselves thoroughly posted in the run of the ship. Any
doubt they may have as to the safety of the position of the ship or of the course
steered, they will immediately express to the Commander.
32.—Firing Cannons Cannons or other detonating signals are not to be fired from the Company's
vessels excepting as signals of distress. The Merchant Shipping Act provides that
the following signals shall be deemed to be signals of distress, and any master
using any of these signals, except in the case of a vessel being in distress, may
unnecessarily incur claims in the nature of salvage.

SIGNALS OF DISTRESS IN THE DAYTIME.-The following signals, numbered 1, 2, and

3, when used or displayed together or separately, shall be deemed to be signals of
distress in the daytime :
1.-A gun fired at intervals of about a minute.
2.-The International code signal of distress indicated by N.C.
3.-The distant signal, consisting of a square flag, having either above or below it a
ball, or anything resembling a ball.
At Night.-The following signals, numbered 1, 2, and 3, when used or displayed
together or separately, shall be deemed to be signals of distress at night :
1.--A gun fired at intervals of about a minute.
2.-Flames on the ship (as from a burning tar
barrel, oil barrel, &c.)
3.—Rockets or shells of any colour or description, fired one at a time at short
intervals.

33.-Fog Signals The Board of Trade regulations provide that a steam vessel having way upon her
shall sound at intervals of not more than two minutes a prolonged blast, and that a
steam vessel under way but stopped, and having no way upon her, shall sound at
intervals of not more than two minutes two prolonged blasts with an interval of
about one second between them. Commanders are reminded that the whistle
should be sounded at least every minute, and the fact is to be recorded in the log
book. When the vessel is at anchor the bell is to be sounded rapidly for about five
seconds, at intervals of not more than one minute, instead of the whistle, and
Commanders should make themselves acquainted with the customs respecting
lights and signals for night use at the different ports they may visit.
34.-Lights. The side, mast head, and stern lights are to be particularly attended to, with oil
lights in addition always kept ready for lighting in case of accident, and when in use
they are to be placed according to Government regulations only, and a report is to
be made by a Quartermaster every half hour to the bridge that they are in order
and burning brightly. All lights in the forecastle and 3rd class accommodation,
 except such as the Captain or Executive Officer shall permit, or the law requires,
are to be put out every evening at 10 o'clock, those in the saloon or library, on
deck and in companionways at 11 o'clock, and in smoking room at 11-30 o'clock.

When navigating any channels, on the night before reaching, and during the night
after leaving, any port, and elsewhere in foggy or misty weather, oil masthead and
sidelights are to be used instead of electric lights. At all times where two masthead
lights are carried, one must be of oil; where only one is carried it may be electric
light, except under the foregoing circumstances.
35.-Log Slates. The log slate is to be written up every watch by the Officer in charge of the deck,
whether at sea or in port, and the particulars mentioned in the instruction in the
circular book, as far as applicable, carefully noted.
36.-Ship’s Log Book The ship's log book is to be kept by the Chief Officer and written up from the log
slate daily. In addition to the particulars required to be entered on the log slate,
the log book should contain those mentioned in the instructions contained in the
circular book.
37.-Authentication of entries in Log Book. The correctness of the log book, when completed by the Chief Officer, is to be
initialled by the Officers of each watch, and the book should each day be submitted
to the Commander for his inspection and signature.
38.-Alteration in Log Book forbidden. A leaf is never to be removed or closed up in the log book, nor any erasure made
under any circumstances; all errors are to be cancelled by ruling a red ink line
through them, with initials attached.
39.-Delivering over Log Book at end of At the end of the voyage the log book is to be signed by the Commander and Chief
voyage. Officer, and then delivered to the Marine Superintendent of the Company
40.-Official Log Book. The official log book should be kept distinct from the ordinary ship’s log book,
strictly in conformity with the regulations of the Board of Trade printed therein ;
every entry therein is required, under a penalty of £5, and in accordance with the
requirements of the Merchant Shipping Act, 1894, section 240, to be made as soon
as possible after the occurrence to which it relates, and if not made on the same
day it must be dated so as to show the date of the occurrence, and of the entry
respecting it. Any one making an entry more than 24 hours after arrival in port is
liable to a penalty of £30.
41.-Reading over entries in Official Log On no account should any of the Crew be logged for any offence committed on
Book. board unless the entry be read over to the offender (if still in the ship), and a
statement that the entry has been so read over, and the reply (if any) made by the
offender should likewise be entered in the log and signed by the Commander and
Chief Officer, or other member of the Crew. If these requirements be not strictly
complied with, and any subsequent legal proceedings are taken, either by or
against the offender, the Court may decline to receive any evidence of the offence.
The Commander's attention is drawn to section 228 of the Merchant Shipping Act,
1894.
42.-Punishment No man shall be confined or punished in any way, when the Commander is on
board, without his order; and the punishment is to be properly recorded and
attested in the official log book. In the absence of the Commander, the offender is
to be confined, if it be necessary, but at no time in port, without acquainting the
peace authorities of the port; if at a wharf, or in dock, the police are to be called
promptly.
43.-Entries in Official Log of cases of The entries required to be made in the official log of every case of illness or injury
illness or injury to be authenticated by happening to any member of the Crew, with the nature thereof and the medical
Doctor. treatment adopted (if any), must be signed by the Doctor as well as by the
 Commander and Chief Officer, or other member of the Crew.
44.-Look-out. In the various services of the Company a most careful and vigilant look-out is to be
kept at all times by two seamen, both by night and day. The bell is to be struck
every half-hour and answered by the look-outs. The Officer going on watch is to
satisfy himself that the regular lookouts are properly placed before he relieves the
Officer on the bridge. When on stations in narrow and much-frequented waters, or
when entering or leaving port, the look-outs shall consist at least of a Junior
Certificated Officer and two experienced seamen on the forward bridge, and in
foggy weather or falling snow extra precautions are to be taken, the look-outs
doubled and stationed in accordance with the Commander's directions.

All Quartermasters and, as far as possible, the regular look-out men in the
Company's various services, must hold a Board of Trade Certificate of examination
of their eyesight.
45.-Watches at Sea. With a view to increased efficiency, five Officers are carried on all steamers of the
Line, viz., Chief, 1st, 2nd, 3rd and 4th.

The three seniors are the bridge Officers, and divide the time into three watches of
two hours' duration, i.e., each will have two hours on the bridge in charge of the
ship, followed by four hours below. The Chief Officer shall keep the first two hours
of the middle watch, say from midnight until two a.m., to be followed by the 1st
Officer, he being followed by the 2nd Officer, and so on in the same rotation for
each 24 hours. The two Junior Officers will keep watch and watch with the
seamen, four hours on and four hours off, one having charge of the port, and the
other of the starboard watch, and to be under the direction of the bridge Officer
for the time being. When all hands are at stations entering or leaving port, the
Officers are to be stationed as under:
Chief Officer ... On the forecastle head.
1st , ... Aft or on the after bridge.
2nd ... Look out crow's nest.
3rd … At con. standard compass.
4th ... On bridge with Commander, in charge of telegraph.

The watches are to be equally divided, and the ship is never to be left without an
Officer in charge of the deck, either at sea or in harbour; and no Officer is, on any
occasion, to leave the deck until he is relieved. Officers are expected, when
performing the duties of the ship, or when at their different stations, to preserve
silence among the men, and to see that the orders from the bridge or deck are
executed with promptitude, and without confusion or noise. At sea, when the
Officer of the watch believes the ship to be running into danger, it is his duty to
act, at once, upon his own responsibility; at the same time he is immediately to
pass the word to call the Commander. The Chief, First, and Second Officers are
never to give up charge of the bridge during their respective watches, unless with
the express permission of the Commander. When the watch is relieved, the Officer
in charge of the watch going off duty is to be responsible that the correct course is
passed to the Quartermaster relieving. This should be done in the presence of the
Officer relieving, who is to satisfy himself that it is being steered.

When the watch is changed, it is to be understood that the Officer who is being
relieved is to remain on the bridge and in charge during the change, that he is to
see that the seamen placed as look-outs do not quit their posts until relieved, and

97. - Broaching Book.
98.-Wine Cards for Visitors.
99.--Information to Commander.
100.–Purser's Attendance at Office.
101.-Duties of Purser in case of Death.
he is to be the responsible Officer until he leaves the bridge.
received, and the said receipt book is to be handed in to the Office at Liverpool, for
inspection at the end of each voyage.
The Purser is required to inspect and sign the Storekeeper's bar broaching book
daily, and to take over from him his cash balance daily. The neglect of this duty has
involved the Company in serious losses, and Pursers are warned that if they allow
the Storekeeper to retain money in hand, they do it at their own risk, and they will
be held personally accountable for any deficit. The Purser is also required to see
that the books furnished for keeping a proper record of the transactions in the
wine account, and of sales to passengers, are regularly and correctly written up.
The Commander will sign the cards for wines required for visitors and officials
entertained by him or under his authority. The cards thus signed must be handed
in with the wine account, which is to contain a statement of all such issues to
visitors, made on the form supplied for the purpose. The Purser will sign for wines
required for cooking purposes and for consumption by quarantine and other port
officials. These cards must be counter signed by the Commander at the end of the
voyage. It must be understood that the actual consumption is signed for, and no
one thing substituted for another.
The Purser will at all times keep the Commander fully advised as to what passes in
his department, taking his instructions when necessary.
In foreign ports leave of absence is to be granted to the Purser by the Commander
of the Company only, and when not absent on leave, the Purser must attend at the
Company's Offices daily at II a.m., except on the day of sailing.
In case of any death occurring, the Purser is required to obtain, as far as possible,
such information as will enable the Company to communicate with the friends of
deceased and to report same to the Head Office of the Company in Liverpool or
other home port, or its Agents abroad, as the case may be, handing in a complete
list of effects immediately on the ship's arrival. In the case of the Liverpool and
New York service, the Purser shall, after conference with the Doctor, state in the
telegram from Queenstown homewards, on the form provided, the cause of death,
or in case of sickness, the nature of the illness, so that the Customs Authorities
may be communicated with, and thus prevent detention in the disembarking of
the passengers at Liverpool.
Disposal of Effects of Deceased Persons.
The Purser is also at once to take an inventory of the effects of the deceased, in
the presence of the Doctor and 2nd Steward, after which the effects are to be put
under seal, and 10 be delivered to the Agent at the port for which the passenger
had booked, if abroad; but if the passenger had booked for England, the effects are
to be handed over to the Managers. The inventory, duly signed by the Purser,
Doctor and 2nd Steward, is to accompany the effects, and a copy to be retained by
the Purser for reference.
The effects of deceased Officers or men belonging to the Crew are to be treated as

102.—Purser's General Report.
103.—Divine Service when at Sea.
104.--Side Ports
105.--Specie Supervision of Purser
106. -Custody of Mails
107.-Doctor's Duties.
108.-The Hospitals
above, except that in all such cases, in accordance with the regulations of the
Board of Trade, the inventory must be entered in the official log, and the effects,
with balance of pay due, handed over to the Board of Trade Authorities on arrival
in England.
On the return of the steamer the Purser is to make a general report of the voyage,
touching on all matters of interest relating to his department.
Divine service is to be performed on board every Sunday, weather permitting, at
10-30 a.m.
In foggy weather, as soon as the fog horn sounds, the Chief Steward is to see that
all side ports below the upper deck are securely closed by the Stewards, and report
same to the Officer in charge of the bridge.
The Purser is enjoined to observe the utmost vigilance in the receipt, custody, and
delivery of Specie, and, under all circumstances of time and place, he is to give his
personal attention to this important matter, and to be present with at least one of
the Officers whenever Specie is received or discharged, and is not to leave the ship
until the Specie is delivered.
The Commander shall be responsible for the safe custody and due delivery of the
Mails, as well as for the punctual rendering of the various returns required by the
English and United States Post Offices. He shall appoint the Purser to tally, receive,
and deliver the Mails, giving and taking a receipt for the same. The same Officer
shall see the Mails safely stowed in the Mail room, and when this has been done,
and the room secured to the satisfaction of the Commander, shall hand the key or
keys of the room to the Commander, in whose custody the keys are to remain until
the Mails are delivered to the Post Office Authorities. In the event of more Mails
being shipped than the regular Mail rooms will accommodate, the overplus shall
be carefully placed in the square of the hatch adjacent, which shall be locked, and
the key or keys dealt with as above. The Commander, accompanied by the Purser,
shall visit the Mail room once a day whenever circumstances permit of this being
done. The Commander shall see that the Mail room is kept clean, dry, and in good
order, and shall observe the printed rules issued by the English Postal Authorities
as to the disposal of the homeward Mails. In all cases of doubt, he shall be guided
by the Company's Agent at Queenstown. The usual documents are to be made out
and sent to the Managers by the Purser upon the ship's arrival at New York and
Liverpool respectively.
The Doctor is required to visit the various lodging-houses in Liverpool, where
intending emigrants are staying, in order to ascertain that their health is such as to
warrant their embarking; these visits to be paid at noon the day before sailing, and
the result reported to the head of the Passenger Office. During the voyage, in
addition to the official inspection, he is to visit the 3rd class accommodation
constantly at irregular intervals; to see that thorough ventilation and proper
sanitary conditions are maintained, that the food is good and properly served to
the passengers, that the general health of the ship continues good, and that order
and regularity prevail.
Doctors are desired to make a periodical examination for vaccination of the
victualling department staff, and in cases where the marks are not clear or any
doubt exists, revaccinate the men.
The Hospitals will be under the Doctor's charge. He will attend in the Dispensary at
least twice daily, once in the morning and once in the evening, and will respond
promptly to any call day or night.
Carbolic acid, other strong disinfectants, and drugs, must in all cases receive
special attention.
 Suitable accommodation for stowage, with lock and key, having been provided,
these articles must under no circumstances be issued without personal
supervision, and care must be taken that disinfectants are reduced to the required
strength. Cans provided for this purpose and marked " Poison” are to be
requisitioned when the use of the disinfectant is desired.
109.-Journal. The Doctor is to keep a journal of his practice, in which he is to detail the
treatment employed at the time in every case under his care, and hand same to
Passenger Department on arrival home. He is also to advise the Purser on nearing
Queenstown of any cases of sickness.
In addition to the journal which he is expected to keep, the Doctor is to report at
the Company's Offices as soon as possible after the steamer's arrival, and give full
information regarding any cases of sickness or deaths on the voyage. In New York
it is to be understood that when any sick passengers have to be taken to Ellis Island
the Doctor is to accompany them.
110.-Medical and Surgical Supplies. The Doctor is, on arrival at Queenstown, to make out his list of supplies for the
ensuing voyage, and hand same to the Victualling Superintendent on reaching
Liverpool.
111.--Accident. -In the event of accident to a passenger or one of the Crew, the Doctor will make a
full report to the Commander of the cause of accident, condition of the patient,
&c.
112.—Leave of Absence The Doctor must not absent himself from the ship at home or abroad without the
permission of the Managers or of the Commander or Agent; and if on leave of
absence in a foreign port he must depute a thoroughly qualified Doctor, approved
by the Commander, to attend to his duties.
113.-Medical Comforts Orders for wines, spirits, &c., to be served out as medical comforts must be signed
by the Doctor. These must only be supplied free when the patient is unable to pay
for them.

Rules and regulations of the White Star Line

WHITE STAR LINE – OCEANIC STEAM NAVIGATION COMPANY LTD

REGULATIONS for the Safe and Efficient Navigation of Company’s Steamships

GENERAL RULES

1. Instructions to be attended to.
2. Responsibility of Commanders.
3. Authority of Commanders.
The company’s commanders and officers are particularly enjoined to make
themselves not only acquainted, but familiar with the following rules and
regulations
The commanders must distinctly understand that the issue of the following
instructions does not in any way, relieve them from entire responsibility for the
safe and efficient navigation of their respective vessels; and they are also enjoined
to remember that whilst they are expected to use every diligence to secure a
speedy voyage, they must run no risk which might by any possibility result in
accident to their ships. It is to be hoped that they will bear in mind that the safety
of lives and property entrusted to their care is the ruling principles that should
govern them in the navigation of their ships and no supposed gain in expedition or
saving of time on the voyage, is to be purchased at the risk of accident. The
Company desires to establish and maintain for its vessels a reputation for safety,
and only looks for such speed on various voyages as is consistent with safe and
prudent navigation.
The officers, engineers, and all others borne upon the ship’s books, are subject to

4. Respect due to officers.
the control and orders of the commander, and all on board, of every rank, must be
careful to respect his authority. Leave of absence in all cases is only to be granted
by the commander or commanding officer for the time being, and the return day
must be reported in a like manner; it being understood that in no case, when the
ship is in a foreign port, are the chief and second officers to be absent from the
ship at the same time, and that a junior officer is always to be on board.
Every superior officer is to exact upon all occasions, from those under him,
unequivocal and respectful compliance with his orders, and it is expected of all
that they will not neglect the usual exterior mark of respect, either when they
address or are addressed by a superior officer.

5. Watches. The Watches must be equally divided, and the ship is never to be left without an
officer in charge of the deck, either at sea or in harbour; and no officer is, on any
occasion, to leave the deck during his watch, nor until he is relieved of his duty;
and officers are expected , when performing the duties of the ship, or when at
their different stations, to preserve silence among the men, and to see that orders
from the bridge or upper deck are executed with promptitude, and without
confusion or noise. At sea, when the officer of the watch believes his ship to be
running into danger, it is his duty to act, at once, upon his own responsibility,; at
the same time, he must pass the word to call the commander. The first and second
officers should never give up charge of the bridge during their watch excepting in
clear weather and open sea, when they may be relieved for their meals by the
third and fourth officers, but at no other time, unless with the express permission
of the commander.
6. Watch in dock, Liverpool. In dock, at Liverpool, an officer is always to be on deck with a quartermaster as a
day watch, until relieved by the night officer, one quartermaster and one
watchman.
7. Watch in dock, abroad. In port abroad, an officer of the ship is always to be on the upper or spar deck, in
charge, together with two quartermasters in the day time. At night the watch is to
be kept by an officer and two quartermasters.
8. Anchor watch. In harbour when the ship is at anchor, the night watch, night and day, is to consist
of a junior officer, two quartermasters and four seamen.
9. Junior officers. The junior officers must exert themselves to afford every assistance in the
navigation of the ship, by perfecting themselves in the practice of solar and stellar
observations, both for the correction of the compasses and ascertaining the
position of the ship.
10. Junior officers. In ships carrying third and fourth officers, those officers are not to have charge of a
watch at sea except at the discretion of the commander.
11. Log and the observations for positions The log to be regularly hove, and the ship’s position to be ascertained each day by
of ship. solar observations when obtainable. The chief officer is required to work up the
ship’s position as soon after noon as practicable, and then to take it to the
commander in the chart-room. Where he will see the place of the ship pricked on
the chart, so as always to keep himself posted as to steamer’s position and course.
12. Compasses. The compasses should be carefully watched and any difference that may be
observed between the local deviation and that shown by the table of corrections
to be noted in the compass-book kept for purpose.
13. Night order book. The commander to enter in the night order book the course to be steered and all
other necessary instructions.
14. Nearing the land heaving the lead. A wide berth to be given to all headlands, islands, shoals, and the coast generally;
and the commanders are particularly enjoined, on all occasions when nearing the
land or in places of intricate navigation, to take frequent cross-bearings of any
 well-marked objects that may be visible and suitable for verifying the position of
the ship. Should the weather be unsuitable for cross-bearings the engines should
be eased, and, if necessary, stopped occasionally, and casts of the deep sea lead
taken. The seam-whistle to be sounded during the prevalence of fogs, and the fact
recorded in the log book.
15. Boats, fire-hose, pumps, etc. A crew to be appointed to each boat, which with the tackling, is required to be
kept in good order and ready to immediate service. The ship’s company to be
exercised at their stations occasionally, in working the pumps, fire-hose, and
handing along buckets, etc., so that the crew may be kept in proper training and
the stores in efficient order, in case of fire or other accident.
16. Lights. The side and mast-head lights to be pariculary attended to and always ready, and
when in use to be placed according to Government regulations. All lights, except
such as the captain or executive officer shall suffer (or the law requires), are to be
put out every evening at 10 o’clock in the forecastle and steerage at 11 o’clock in
the saloon, at 11:15 p.m., in the smoke rooms, and at 11:30 in the sleeping berths
or state rooms.
17. Fires. No fire to be allowed in the galleys after 10 o’clock p.m, unless with express
permission of the commander

18. Sounding the wells, etc. The holds and fresh water tanks to be sounded twice a day by the carpenter, who
is also required to turn the cocks in the watertight bulkheads every 24 hours;
pump gears to be examined, and everything kept in order for the immediate use. A
sounding book must be kept by the carpenter, and each examination recorded.
The chief officer to inspect the book daily and initial it.
19. Inspection of ship by commander. The commander is expected to make a thorough inspection of the ship at least
once every 24 hours, accompanied by the purser and surgeon. 11 a.m. In the
engine room inspection, the commander should be attended by the chief engineer
only .
20. Spirit-room. The spirit-room is, under no circumstances, to be opened except during the day,
and then only in the presence of the purser. No light is to be taken into the spirit-
room on any pretext whatever. The key of the spirit-room is to be kept by the
purser.
21. Smoking. Smoking by the officers when on duty is strictly prohibited, and is allowed only in
their own cabins or on the main deck, but on no account in any of the
companionways. Smoking by seamen, firemen, stewards, and others, allowed only
on the main deck, forward of the main mast, when off duty.
22. Smuggling. The ship is to be searched for contraband goods before entering any port, and the
result entered in the official log book. The chief of each department to conduct the
search, accompanied by the purser. Any person detected smuggling will be
dismissed the service, any fines incurred being deducted from the wages due to
the offender; and the heads of the different departments will be held responsible
for those people immediately under their orders.
24. Signal lights. Rockets and blue or green lights, especially company’s private signals, to be always
kept at hand, ready for night signals, but on no account to be stowed in the
powder magazine.
25 Flags. In port, from the 21st of March to the 21st of September, the ensign and company’s
signal to be hoisted at 8.30 a.m., and from the 22nd day of September to the 20th of
March, at 9 a.m., and hauled down at sunset. In stormy weather, small flags must
be substituted.
26. Punishment. No man to be candied or punished in any way, when commander is on board,
without his order, and the punishment must be registered in the official log book.

27. Uniform.
28. Divine service.
29. Report on officers.
30. Rules of the road.
31. Change of commanders.
32. Log-book.
33. Log-slate; directions for keeping it.
In the absence of the captain, the offender is to be confined, if it be necessary, but
at no time in port, without acquitting the peace authorities of the port; if at a
wharf, or in dock, the police are to be called promptly.
The uniform prescribed by the company is to be work on board, at all times, by the
officers (the engineers on watch expected). The crew (consisting of the seamen,
firemen, and stewards), excepting firemen on duty, must always wear it on
Sundays, at sea, or in port; also on days of sailing from or arriving in port, each one
of the crew being compelled to provide himself with a uniform.
Divine service is to be performed on board every Sunday, weather permitting.
The commanders are required to give a faithful and conscientious report of
conduct, qualifications, and sobriety of officers, engineers, and petty officers,
individually at the end of each voyage.
The commanders and officers of the several ships are strictly enjoined to make
themselves perfectly familiar with the rules of the road, as issued by the Board of
Trade, a copy being attached hereto for general reference.
When any change of commanders takes place, the officer relieved must hand to his
successor this Book of Instructions, the copy of mail contract (fi any), and all other
ships papers, especially those of relating to the compasses and chronometers.
The log-book is to be kept by the chief officer, who is required to write it up daily
from the log-slate, and submit it from the commanders inspection and signature
The log slate to be carefully written up, by the officer in charge of the deck, every
watch at sea or in port and the particulars noted below punctually attended to:
(i) Courses (in degrees by standard compass)
(ii) Courses (in degrees) true.
(iii) Speed of ship by log.
(iv) Direction and force of wind.
(v) Barometer of thermometer
(vi) Revolutions of engines
(vii) Number of inches of water in the wells.
(viii) Remarks upon the weather, and other in particulars; such as, what sail set and
when taken in, if any and what signals are made, vessels met or spoken especially
those belongings to the company.
(ix) The true bearings and distance of any land or lights in sight, particularly cross-
bearings.
(x) When and what soundings are obtained.
(xi) Lunar or stellar observations, azimuths, or amplitudes.
(xii) Time of arrival and departure from any place, with ship’s draught of water
(xiii) Time when passengers (and mails, ifany) are landed and embarked.
(xiv) Any births of deaths that may occur on board, and in the latter case time of
burial.
(xv) When and for what purpose boats leave the ship and return.
(xvi) When the anchor is let go at any port or place, the depth of water, the
number of fathoms of cable veered to, and cross bearings taken to determine the
exact position of the ship.
(xvii) How the hands of watches are employed during the day.
(xviii) The exact quantity of coal and water received at the respective ports, and
the expenditure each day.
(xix) Any case of collision or touching the ground, or other accident, to be carefully
noted, giving the name of the officer of the watch, and the names and the stations
of the men on the look out.
(xx) Any case of misconduct among the crew (required by the Merchant Seamen’s
 Act), particularly in reference to forfeiture of wages. ‘
(xxi) When the ship’s company are exercised at their stations.
(xxii) When Divine service performed, or why omitted.
(xxiii) The names of all persons on the sick list to be entered each day at noon
(xxiv) The ship’s reckoning, up to noon each day, both by observation.
34. Log-book. The log when completed by the chief officer, is to have its correctness certified by
the officer of each watch and to be placed before commander daily for his
inspection and signature.
35. Log-book. A leaf must never be removed or closed up in the log-book, nor an erasure made
under any circumstanced, but all errors are to be cancelled by ruling a line through
them, with the initials attached.
36. Log-book. At the end of the voyage the log-book must be signed by the commander and chief
officer, and then delivered over to the managers of the company.
37. Engineer’s log-book to examined by The commander is required each day to examine and sign the engineer’s log-book,
commander. and shall be responsible for any omission that may occur in the same. The
commander is likewise enjoined to pay special attention to daily consumption and
remaining stock of coal.
38. Tracks. It is not desirable to specify in these instructions any particular route to take
between Liverpool and New York, as commanders must, in a great measure, be left
to their own judgment in the matter, and be guided by circumstances; but the
following may be taken as a guide, as emanating from officers of great experience
in the Atlantic trade:-
“We consider the best and safest track to take in crossing the Banks of
Newfoundland, say, from the middle of March to the middle of December, is to
strike the Flemish Cap, and the shape a course to take the ship about 35 miles
south of Virgin Rocks. The remaining three months we think it prudent to take
southern passage, as the field-ice is then forming on the edge of the banks”.
Note;- During the month of November and half of December, the passage via Cape
Race may be taken with safety, there being little fog there at the time.
Sable Island. This island should always be passed to the westward, as strong
currents, fogs, and great local attractions are known to exist in the channel,
between the island and the main, rendering the navigation extremely hazardous.
Skerries. The commanders are required invariably to pass to pass to the
northward, or outside this group of rocks, the channel inside being considered too
narrow and dangerous to admit of large steamers being navigated through in
perfect safety.
Course down channel. In leaving Liverpool, after passing the Skerries, it is usual in
all steam-ship lines to steer for the Stack; with Stack abeam and close aboard,
shape a course for the Saltees Lightship; this will take a steamer about four miles
south of the fairway of steam-ships, and ships, with a fair wing, bound to Liverpool.
39. Special reports. Commanders are required to furnish the managers with a special report in writing,
of any unusual occurrence which may have taken place on board, or in connection
with their ships – such as accidents to life or limb, complaint against, any of the
company’s servants, or anything requiring an entry in the official log of the vessel.
40. This book is to be returned to the company’s office in the event of the holder
leaving service.
STEAMERS’ NIGHT SINGALS

WHITE STAR LINE- Green light, rocket throwing two green stars, and green light in succession
 Watch times
Even dates

Uneven dates

Uniforms

Quarters
Boat deck
Cabin assigned to:
Chief officers’ cabin
First officers’ cabin
Captain’s bedroom
Second officers’ cabin
Third officers’ cabin
Fourth officers’ cabin
Fifth officers’ cabin
Sixth officers’ cabin
C-deck
Cabin assigned to:
Lamp trimmer
Deck storekeeper
2 deckmen
Doctor
Assistant doctor
E-deck
Cabin assigned to:
Dormitory for 44 seamen
2 Master at arms
Boatswain and mate
Carpenter and joiner
6 quartermasters
Last name/names of occupant Layout
Wilde (Murdoch before demotion)
Murdoch (Lightoller before demotion)
E.J Smith
Lightoller (Blair before demotion)
Pitman
Boxhall
Lowe
Moody
Last name/names of occupant Layout
Hemming
Foley
Mathias and Tamlyn
O’Loughlin
Simpson
Last name/names of occupant Layout
Anderson, Archer, Bradley, Brice, Buley, F. Clench,
G. Clench, Couch, Davis, Evans, Forward, Holman,
Horswill, Hopkins, Jones, ,Lucas, Lyons,
Matherson, McCarthy, McGough, Moore, Osman,
Pascoe, Peters, Poingdestre, Scarrott, Taylor,
Vigott and Weller
Humphreys
W. Smith and Terrell
Sawyer and Harder
Evans, Fleet, Hogg, Jewell, Lee and Symons
Bailey and King
Nichols and Haines
Maxwell and Hutchinson
Bright, Hichens, Olliver, Perkis, Rowe and Wynn

Previous ships
SS White Head Hopkins
SS Thames Brice,
SS Cape Colona Anderson
RMS Majestic Maxwell
SS Somali Taylor
SS Castlemoor McCarthy
HMS Hermione McGough
SS Modwera Couch
SS Kildonan Castle Scarrott
SS Kinfauns Castle Vigott
RMS Oceanic Archer, Bradley, Evans, Fleet, Forward, Horswill, Jewell, Jones, Lightoller,Lucas, Lyons, Moody, Osman,
Rowe, Pitman, Poingdestre, Symons, Tamlyn, Terrell, Wynn
HM Plassy Moore
RMS Arabic Boxhall
SS Dongola Hichens, Hogg, Holman
HMS Dreadnought Buley
RMS Adriatic Matherson
SS Minnewaska W. Smith
SS Ausonia Davis
SS Belgic Lowe
HMS Hercules Peters
RMS Olympic Bright, F. Clench, G. Clench, Evans, Foley, Haines, Hemming, Humphreys, Hutchinson, King, Lee, Mathias,
Murdoch, Nichols, Olliver, O’Loughlin, Pascoe, Perkis, Sawyer, Simpson, E. J Smith, Weller, Wilde
First ship Bailey (first time serving on a merchant ship instead of a navy vessel), Harder

The deck crew during the sinking

Time Lifeboats on-board Lifeboat Deck crew left on-board. Number of deck crew Crewmembers who left
lowered that left the ship the ship
12:30 20 66 0
12:35 20 66 0
12:40 19 7 63 3 Hogg, Jewell, Weller
12:45 18 5 61 2 Pitman, Olliver
12:50 18 61 0
12:55 17 3 59 2 Moore, Anderson
1:00 16 8 57 2 Jones Pascoe
1:05 15 1 55 2 Symons, Horswill
1:10 14 6 53 2 Hichens, Fleet
1:15 14 53 0
1:20 13 16 50 3 Bailey, Archer Forward
1:25 12 14 47 3 Lowe, Scarrott Harder,
1:30 10 9,12 41 6 Haines, Wynn, McGough,
Peters (Number 9)
Clench and Poingdestre
(Number 12)
1:35 9 11 39 2 Brice and Humphreys
1:40 7 13,15 35 4 Lee, Hopkins and Vigott
(number 13)
A.Evans (number 15)
1:45 6 2 33 2 Boxhall and Osman
1:50 4 4, 10 28 5 Perkis, McCarthy and
Foley (number 4)
F.Evans and Buley
(number 10)
1:55 4 28
2:00 3 C 27 1 Rowe
2:05 2 D 25 2 Bright and Lucas
2:10 2 25 0
2:15 0 A, B 23 2 Lightoller, Hemming
2:20 0

Order of deaths
1913 Lee
1914 Anderson
1917 Jewell, Buley, Archer
1919 Humphreys
1921 Lucas
1928 Hemming, Brice
1930 Clench
1932 McCarthy
1933 Haines
1934 Olliver, Foley
1937 Pascoe
1938 Osman, Scarrott
1940 Hichens, McGough, Forward
1941 Vigott
1943 Moore, Hopkins, Bailey
1944 Lowe
1945 Wynn
1946 Hogg
1947 Harder
1950 Symons, Peter
1952 Lightoller, Evans
1954 Weller, Perkis
1955 Bright
1961 Pitman
1962 Horswill
1964 A.Evans
1965 Fleet
1967 Jones, Boxhall
1974 Rowe
19?? Poingdestre