The Maritime History of the Great Lakes
Canadian Lake Protective Association
The Railway and Marine World (Toronto, ON), March 1911, p. 267, 269

Full Text

As announced in the Dominion Marine

Association's annual report (Railway

and Marine World. Feb.. pg. 181), the

vessel owners comprising that Association,

decided to withdraw from the

Great Lakes Protective Association, and

have formed the Canadian Lake Protective

Association, of which the following

companies have already become

members:—St. Lawrence & Chicago

Steam Navigation Co.. Canadian Lake

Transportation Co., Montreal Transportation

Co.. Mutual Steamship Co., Merchants

Mutual Line, Canadian Lake &

Ocean Nav. Co.. Keystone Transportation

Co., Farrar Transportation Co., International

S.S. Co., Interlake Transit. Ltd.;

Point Anne Quarries. Ltd.. Inland Lines.

Ltd.. Northern Nav. Co.. Mathews S.S.

Co., Canadian Northwest S.S. Co.. Western

S.S. Co. Several other companies

have signified their intention of joining,

and others again have the matter under


The agreement among the vessel owners

provides that the chief purposes of

the Association shall be to formulate

rules designed to render careful navigation

absolutely obligatory on the part

of the master of every vessel owned or

managed in the Association, which rules

shall be effective upon their adoption,

or amendment and adoption, at a general

meeting of the subscribers. To enforce

the rules, and to take such measures

as may be possible to Tender the

suspension or the cancellation of the

master's license the certain penalty for

every proved breach of the same, or for

any other flagrant act improperly imperilling

the safety of his vessel. To

examine into all marine disasters affecting

vessels owned or managed in the

Association, and to see that penalties

are imposed in all proper cases. To aiid

•also in every possible way in a movement

to decrease the risks of navigation,

by disseminating information, by

invoking government assistance, and obtaining

where necessary additional aids

to navigation and improvements in ship

channels; and generally to take measures

to lessen (the chance of disasters

on the waters named and thus to render

the vessels owned or managed in the

Association a better and more desirable

class of underwriting risks. To take any

other steps possible to decrease the cost

of insurance upon vessels.

A committee of five shall be appointed for the purpose of investigating disasters,

framing and enforcing the rules

and imposing penalties whenever proper,

and for the purpose generally of taking

action from time to time in all matters

within the Association's scope. The

members of the committee shall hold

office until their successors are appointed,

and the first committee shall consist

of the President of the Dominion

Marine Association, and J. W. Norcross,

W. H. Featherstonhaugh, S. Crangle.

and R. Fraser. A new committee shall

be appointed at each annual general

meeting and the retiring members shall

be eligible for re-election. No member

Of the committee shall act on any investigation

relating to a vessel in which

he is in any way interested, and in any

such case the committee may appoint a

substitute to act in place of such member.

Each member of the committee

shall receive his actual expenses incurred

in attending meetings of the committee,

and also a per diem allowance

of $5 for each day the committee is in


No member shall be entitled to vote

at any meetings unless he has complied

with all the rulings of the executive

committee and all the terms of the

agreement, including the provisions respecting

the payment of dues. The subscribers

shall pay into the treasury a

sum equivalent to 2 1/2 c. for each ton

of net registered tonnage of vessel property,

owned or managed by him, which

payment shall cover the assessment of

such member for the year ending Dec.

31, 1911. unless at the next annual general

meeting it be found necessary and

be decided to levy a further assessment

in respect of this first period; and the

rate per ton of the said assessment for

each following year shall be fixed at

each annual general meeting on the recommendation

of the said committee.

Each owner or manager shall, in making

contracts with his masters, incorporate

any navigating rules adopted by

the Association, and have the master

sign the rules and agree to abide by


Rules for Masters of Vessels.

1. All signals prescribed in the "Rules

of the Road" must be given without fail,

and these Rules, as well as those governing

the Dominion canals, must be at

all times strictly observed.

2. It is imperative, however, that

when it appears that the master of the

other vessel is ignoring a rule, and that

your adherence to the special rule applicable

would lead to an accident, you

must take such steps as will avoid an

accident, and promptly report the action

of the offending master to the

chairman of the committee of the Association,

who will deal with the case.

3. In fog. smoke or falling snow, it

is absolutely forbidden to run the rivers

or enter narrow waters at night, or to

run in narrow waters in daylight when

you cannot see far enough ahead to be

able with certainty to keep your steamer

in safe water.

4. You must not attempt to pass a

steamer ahead in narrow waters without

asking and receiving permission,

and then only when you can pass in

perfect safety.

5. Do not consent to another steamer

passing you in the same direction until

you are satisfied this can be done safely,

and until this can be done safely blow

a danger signal, and repeat it if the

other vessel persists in coming on, and

do all you can to avoid collision. After

permission is given, check your steamer

until the other is past and clear.

6. In all narrow waters, and in fog,

smoke or falling snow, and under all

difficult circumstances, the master must

be on the bridge when the steamer is

under way.

7. The compasses must be checked at

every opportunity by solar observations

and river and shore ranges.

8. The steering gear must be overhauled

before leaving port every trip,

and kept in perfect order.

9. In canals and harbors the vessel

must only be moved with the greatest

caution, and kept going dead slow and

under perfect control at all times.

10. The master shall see that a watchman

is on duty, in the proper station,

ait all times between sunset and sunrise,

in all thick or foggy weather, and

in all narrow waters, excepting only the


11. The master must see that all shifting

boards are in place when carrying

grain, and that hatch covers and tarpaulins

are properly secured after loading.

Where vessels have no shifting

boards, owners are to fit them whenever


12. The use of intoxicating liquors on

board steamer is absolutely forbidden,

and any officer violating this rule must

be discharged by the master on first offence.

13. Every master must keep himself

advised of the changes of depths of water

in harbors and the shallow portions

of the rivers, and avoid loading beyond

safe draught.

14. Every master shall report every

accident which affects his steamer to

the chairman of the said committee, on

blanks to be furnished.

15. Any violation of the foregoing rules

or of amendments thereof, if established

to the satisfaction of the committee, or

any accident to the steamers in the Association,

which, in the judgment of the

committee could have been avoided by

the exercise of reasonable care, caution

or good seamanship, will lie followed by

dismissal of the master by the owner,

provided that upon any investigation by

the committee the master shall have

full opportunity to defend himself.

Rules for Engineers of Vessels.

1. The chief engineer will be engaged

by the manager, but must engage a

competent staff, for whom he will be


2. He will have supervision over all

the machinery, boilers and piping on

the ship and must keep the same in

efficient order. This includes all pumping

and heating arrangements, deck

and steering machinery. He will also

make all necessary repairs to the hull

which can be made with the facilities

at his command in order to keep the

ship seaworthy.

3. He must particularly look after the

telegraph and whistles and their pulls,

and see that they are at all times in

perfect order.

4. He must also examine the steering

gear daily, and particularly each trip

before leaving port, and see that everything

is in perfect order, as the safety

of the ship depends on this often more

than on the main engines. The chains

cables, etc., must he carefully examined,

and when links show appreciable

wear new chains must be put on and

the worn section removed and replaced

by new. When perfect links break or

fracture, the chain must be discarded.

5. He must not leave the handling

of engines, in canals or ports, or in

making docks, to oilers or firemen: and

either chief or second engineer, whichever is on watch, must always be by the handling levers when the ship is manceuvring.

6. He must see that all orders given

by the master for handling of the machinery

are promptly and efficiently

obeyed, and an case of any accident to

any of the machinery, which may delay

or endanger the safety of the ship,

he will immediately notify the master

and co-operate in the necessary steps

taken to guard the safety of the vessel.

7. When it is necessary to make any

repairs which necessitate stopping the

ship, he will consult with the master

before doing so and arrange for the necessary

time with the least possible delay

or danger to the ship.

8. In case the master overlooks advising

him, he will inquire of the master

as to the likely time of sailing, and

be ready in ample time; and the master

will ring the "Stand by" on the telegraph

a sufficiently long time before

lines will be thrown off to give the engineer

a chance to have everything

ready to sail.

9. No dispute of the master's orders

will be allowed. If he considers the

master is giving unreasonable orders, he

will report this promptly to the manager,

who will deal with it. Hut, as the

safety of the ship may be in danger,

every order of the master must be obeyed

at once when given.

10. He shall arrange with the master

some signal which can be instantly

transmitted to the bridge by telegraph

in case of accident to the machinery,

whether it is to steering gear or propelling

power so that the master can

immediately take steps to protect the


11. The use of intoxicating liquors on

board ship is strictly forbidden, and the

chief engineer will co-operate with the

master in enforcing this rule, and any

man breaking this rule must be discharged.

He will also enforce discipline

with his staff and endeavor to have

them show courtesy at all times to every

one with whom they may come in contact.

12. Any violation of the foregoing

rules, or of amendments thereof, by a

chief engineer, if established to the satisfaction

of the committee of the Association,

will ibe followed by dismissal of

the engineer, and his conduct will be reported

to the chairman of the Board of

Steamboat Inspection, provided that

upon any investigation by the committee

the engineer shall have full opportunity

to defend himself.

Media Type:
Item Type:
Date of Original:
March 1911
Language of Item:
Copyright Statement:
Public domain: Copyright has expired according to the applicable Canadian or American laws. No restrictions on use.
Maritime History of the Great Lakes
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Canadian Lake Protective Association