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Head Meet Chopping Block
Although Dominion had been grounded and damaged, it was decided to keep this issue hidden and continue to her destination in Quebec. After the gift of silver plates and associated dinner ware was handed over to Captain Kingsmill, Dominion would remain in Quebec for a period of two weeks to allow various visitations by Canadian citizens alongside many different presentations and events, hoping to spread some good will regarding naval elements. Kingsmill would again meet with Laurier and the Governor General Grey, no doubt speaking privately about a variety of issues. Surely, Laurier’s public speech at the event spoke for itself, “It was Canada's mission to develop her own resources and strength as an integral position of the Empire, instead of wasting them in the unnecessary preparations for war; though should occasion call for it, I am sure that Canada would do her duty to the Empire.”
During this time, extended work was undertaken to improve the below decks damage and document the cause, Captain Kingsmill often would stay aboard his ship for days, attempting to finalize the narrative of the incident. Sailing to Bermuda, Dominion was trapped at sea in a hurricane. Even with her damage, Kingsmill expertly maneuvered her through the storm with minimal problem and arrived in Bermuda on September 10. After returning to Britain, Dominion was placed in Chatham Dockyard for repairs to her bottom. Originally, only Kingsmill and Lieutenant Noake were to be tried however upon the interjection of First Sea Lord Jackie Fisher, the Officer of the Watch was to be tried alongside them as well for the charge of “grave neglect of duty”.
Map showing the intended and actual routes undertaken by Dominion and the exact location of the grounding.
During the Court Martial itself, Commodore Frederick G. Stopford delivered the summarized events of the incident:
“I have the honour to report the circumstances attending the stranding of H.M.S. Dominion off Souris Point, Chaleur Bay, Gulf of St. Lawrence, on the 16th August 1906, with a view to the trial by Court Martial of Captain Charles Edmund Kingsmill, Lieutenant (N) Basil Stratford Noake, and, Lieutenant Frederic William Clarkson, of that ship. H.M.S. Dominion left Dalhousie, Chaleur Bay, at 6.5 p.m. on Thursday 16th August 1906, course as requisite for leaving harbour, engines at 72 revolutions. After clearing the harbour, course was shaped S.59 E., Deviation 0, for a position 3 miles S.31 W, of Souris Point Light; at 6.55 p.m., the position of the ship was fixed by cross bearings. At 8.20 p.m., the Navigating Officer (Lieutenant Basil Stratford Noake) observed a light on the Port Bow which he assumed to be Souris Point Light, whereas in reality it was a brush fire. At 8.30 p.m., the bearing of the light was N.E. by E. At 8.40 a cast of the lead was taken, and 16 fathoms obtained, and instructions were given to sound continuously till further orders. At about the same time a fixed white light was observed on a bearing S.85 E, which was taken for Paspebiac Light and at the same time the supposed Souris Point Light bore N.31 E, which corresponded with the soundings taken. The Navigating Officer, after checking his supposed position, went to the Upper Bridge and observed a fixed white light which was being passed very rapidly. This he mistook for a Steamer’s Masthead Light, whereas it was actually Souris Point Light which had already been mistaken for Paspebiac Light. The Navigating Officer not having a second cast of the lead reported to him, then went down to the Starboard Sounding Machine and noticed the bottom had been obtained with 3.5 fathoms of wire out. He immediately, with the Officer of the Watch, Lieutenant Frederic William Clarkson, gave the order hard-a-port, stopped and reversed both engines. A few seconds later the ship was felt to strike. It would appear the no allowance was made for the in-draught into Cascapediac Bay in laying down the course to pass three miles South of Souris Point Light, whereas as Article 9 Page 14 of “Notes bearing on the Navigation of R.N. Ships” clearly states that:- “In navigating coasts where the tidal range is considerable, caution is always necessary. It should be remembered that there are in-draughts to all bays and bights, although the general run of the stream may be parallel to the shore”. This in-draught took the ship so much off her course as to cause her to strike as detailed above. It also appears that although the ship was in such close proximity to the land both the Captain and the Navigating Officer were off deck during a great portion of the time between 7 p.m. and 8.55 p.m. when the ship took the ground.”
While all of these events were indeed correct and were not argued by Kingsmill or his Lieutenants, the justification and conduct of the officer themselves was presented differently. Captain Kingsmill would present the following points personally:
Commemorative coin for the launch of HMS Dominion.
Following this, Kingsmill submitted his recollection of the events:
“I propose to swear to the truth of the statement I read, and I have got here an epitome of my evidence. On the 16th August 1906, I weighed from Port Daniel at 4.45 a.m. and proceeded up the Restigouche to Dalhousie, where I anchored at about 9.50 a.m. I remained there until 6.5 p.m. and left there after consulting the Navigating Officer as to whether we should proceed out of the Bay that night. We came to the conclusion that we should do so on account of the very fine weather which was prevailing and taking into consideration the liability to fog in the St. Lawrence, we proceeded. I gave orders to proceed to 72 revolutions as soon as the ship was turned and told them in the engine room to work up to 90 revolutions. At about 6.30 p.m. we shaped our course, the ship then going 90 revolutions. They reported 90 revolutions almost immediately after that from the engine room. The course was laid down in my presence by the Navigating Officer, and we discussed what indraught we were likely to get, or what tide we were likely to get against us, and a course was laid to pass three miles S. and something W. of Souris Point light. I remained on the bridge, I think on the upper bridge, until after 7 p.m. when I went down with the Navigator to the charthouse and there looked over the chart again with his last fix, which was taken at 6.55 p.m. I remained in the charthouse looking over the sailing direction then for some time – how long I do not know, but I know that I remained on the bridge or in the charthouse until 7.45 p.m. with the exception of perhaps five minutes when I went below to change a coat. I personally noticed the officer of the watch, and found that he was paying strict attention to his course, and I know the officer of the watch as being an officer who done nothing else particularly on the bridge except pay attention to his course. He has not been brought up in our service, but had a Royal Naval Reserve bringing up, and he paid strict attention to his course, and I thought at the time that that was all right. At 7.45 I had a final look round and went down to my dinner. At 8 o’clock the midshipman of the watch came down and gave me the Navigating Officer’s 8 o’clock position and reported 8 o’clock. I was then at my dinner. I told him I wished to know as soon as Souris Light was sighted, and at 8.30 Mr. Spurgin, midshipman of the watch came down and reported Souris light bearing N.E. by E. At about 8.45 Mr. Spurgin came down again and reported Paspebiac light bearing S.85 E. which appeared to me about right. I just finished my dinner and was getting ready to go on deck, but I had not really left the table when I felt the jar which I always feel when the ship is in shoal water and the helm goes over. I rushed on deck and felt the ship ground as I was on the fore and aft bridge. When I arrived on the bridge the ship had stopped, and I found her enveloped in a dense fog.”
The court would eventually come to the finding that Captain Kingsmill and Lieutenant Noake were both guilty of negligence and were sentenced to a “severe reprimand”. Somewhat confusingly, the Officer of the Watch was found innocent of all charges and released. Although Kingsmill was convinced, it seems that everything possible was done to spare his career and finances from ruin. The court did not dismiss either person from Dominion while a large amount of the blame was placed on the shoulders of Lieutenant Noake. Kingsmill and Noake were not cross examined by the Prosecutor, forcing the court to undertake it. Kingsmill was allowed to remain in command of Dominion as she was repaired, being transferred to the older battleship HMS Repulse once she came out of drydock. This meant he was not placed on half pay and dodged a financial bullet. It should be noted though that the Sea Lords of the Admiralty seemed to have some kind of personal crusade to further punish the Captain.
While the Board confirmed their sentences, the Fourth Sea Lord Admiral Winsloe was very critical of the sentence itself and believed both officers should be dismissed from Dominion. Second Sea Lord Admiral Drury and First Sea Lord Jackie Fisher both agreed with this however, this action was not particularly warranted under regulations and would have turned this event into a witch hunt, so additional charges were dropped. Even with this all taken into consideration, it was clear that Kingsmill’s career within the Royal Navy was essentially stonewalled. He would likely be promoted to Rear Admiral upon retirement and that would be that. Taking a short leave absence, Kingsmill would request to have an interview with Prime Minister Laurier while he was in Britain for the 1907 Colonial Conference. With his previously favorable relationship with Laurier, it seems Kingsmill wanted to ensure Laurier that his professional ability and standing with the Admiralty was not tarnished. Laurier would invite Kingsmill and his wife to a dinner and while it is not known what was discussed, it was obvious that Kingsmill retained a high amount of confidence from Laurier.
Royal Navy Battleships Royal Sovereign, Empress of India, Repulse and Resolution sailing in a line formation, date unknown.
Roughly one year later in the beginning of May 1908, the Canadian Governor General Earl Grey would inform First Lord of the Admiralty Tweedmouth, that Ottawa requested Captain Kingsmill in order to have an experienced naval officer to take over command of the Canadian Marine Service. Only two weeks the newly promoted Rear Admiral would leave HMS Repulse, retire from the Royal Navy and make his way to Canada to hopefully reinvigorate his career. Minister Brodeur would write a letter to Kingsmill during this period, welcoming him into their ‘fold’.
“For a long time I have cherished the hope of seeing a Canadian, possessing the necessary qualifications, acquired in the English Navy, take the command of our little Canadian fleet. I had naturally cast my eye on you in Quebec two years ago. Mrs Kingsmill, whom I had the pleasure of meeting at my house, one day gave me to understand that you would probably return to Canada, but I thought that was only the natural hope of a wife separated from her husband most of the time, and anxious to see him return home. I am authorized by Governor in Council to offer you command of Canadian Marine Service.”
Note, the above labeled map and text excerpts were obtained from "A Most Fortunate Court Martial: The Trial of Captain Charles Kingsmill, 1907" by Robert L. Davison and many thanks are given to him and his extremely helpful resource.
During this time, extended work was undertaken to improve the below decks damage and document the cause, Captain Kingsmill often would stay aboard his ship for days, attempting to finalize the narrative of the incident. Sailing to Bermuda, Dominion was trapped at sea in a hurricane. Even with her damage, Kingsmill expertly maneuvered her through the storm with minimal problem and arrived in Bermuda on September 10. After returning to Britain, Dominion was placed in Chatham Dockyard for repairs to her bottom. Originally, only Kingsmill and Lieutenant Noake were to be tried however upon the interjection of First Sea Lord Jackie Fisher, the Officer of the Watch was to be tried alongside them as well for the charge of “grave neglect of duty”.
Map showing the intended and actual routes undertaken by Dominion and the exact location of the grounding.
During the Court Martial itself, Commodore Frederick G. Stopford delivered the summarized events of the incident:
“I have the honour to report the circumstances attending the stranding of H.M.S. Dominion off Souris Point, Chaleur Bay, Gulf of St. Lawrence, on the 16th August 1906, with a view to the trial by Court Martial of Captain Charles Edmund Kingsmill, Lieutenant (N) Basil Stratford Noake, and, Lieutenant Frederic William Clarkson, of that ship. H.M.S. Dominion left Dalhousie, Chaleur Bay, at 6.5 p.m. on Thursday 16th August 1906, course as requisite for leaving harbour, engines at 72 revolutions. After clearing the harbour, course was shaped S.59 E., Deviation 0, for a position 3 miles S.31 W, of Souris Point Light; at 6.55 p.m., the position of the ship was fixed by cross bearings. At 8.20 p.m., the Navigating Officer (Lieutenant Basil Stratford Noake) observed a light on the Port Bow which he assumed to be Souris Point Light, whereas in reality it was a brush fire. At 8.30 p.m., the bearing of the light was N.E. by E. At 8.40 a cast of the lead was taken, and 16 fathoms obtained, and instructions were given to sound continuously till further orders. At about the same time a fixed white light was observed on a bearing S.85 E, which was taken for Paspebiac Light and at the same time the supposed Souris Point Light bore N.31 E, which corresponded with the soundings taken. The Navigating Officer, after checking his supposed position, went to the Upper Bridge and observed a fixed white light which was being passed very rapidly. This he mistook for a Steamer’s Masthead Light, whereas it was actually Souris Point Light which had already been mistaken for Paspebiac Light. The Navigating Officer not having a second cast of the lead reported to him, then went down to the Starboard Sounding Machine and noticed the bottom had been obtained with 3.5 fathoms of wire out. He immediately, with the Officer of the Watch, Lieutenant Frederic William Clarkson, gave the order hard-a-port, stopped and reversed both engines. A few seconds later the ship was felt to strike. It would appear the no allowance was made for the in-draught into Cascapediac Bay in laying down the course to pass three miles South of Souris Point Light, whereas as Article 9 Page 14 of “Notes bearing on the Navigation of R.N. Ships” clearly states that:- “In navigating coasts where the tidal range is considerable, caution is always necessary. It should be remembered that there are in-draughts to all bays and bights, although the general run of the stream may be parallel to the shore”. This in-draught took the ship so much off her course as to cause her to strike as detailed above. It also appears that although the ship was in such close proximity to the land both the Captain and the Navigating Officer were off deck during a great portion of the time between 7 p.m. and 8.55 p.m. when the ship took the ground.”
While all of these events were indeed correct and were not argued by Kingsmill or his Lieutenants, the justification and conduct of the officer themselves was presented differently. Captain Kingsmill would present the following points personally:
- That all the usual precautions for safe navigation in the vicinity of land were observed.
- That when the position was fixed off Heron Island, the course, (S.59.E), to pass 3 miles south of Souris Point, was shaped after careful consideration of all the circumstances, and the distance off the Point was considered a safe one.
- That the forest fire, mistaken for Souris Point Light, and the smoke from it which blew over the real Souris Light, dimming the brilliancy of the light, masking the land, and completely obscuring Paspebiac Light were the immediate causes of the grounding.
- (a). That the Navigating Officer took cross bearings of the lights, supposing them to be Souris and Paspebiac, sounding at the same time to verify, and that the results confirmed his conviction that the ship was approaching S P on her lain as laid on the Chart.
- (b). That the stream of smoke was purely local, being blown by a light N.W.ly breeze across the light and the land in its vicinity.
- (c.). That had the wind been in any other direction the smoke would either have been clear of the lights, under which circumstances the accident could not have occurred, or the ship would have run into the smoke, in which case steps would have been taken to meet the altered conditions.
- (d). 15 knots was the speed ordered because it was desirable to take advantage of the clear weather, as the St. Lawrence is much subject to fog. Under the favourable conditions of weather this speed was not excessive for a ship of the “Dominion” class, moreover the higher the speed of the ship the less the effect of any set of current across the course.
Commemorative coin for the launch of HMS Dominion.
Following this, Kingsmill submitted his recollection of the events:
“I propose to swear to the truth of the statement I read, and I have got here an epitome of my evidence. On the 16th August 1906, I weighed from Port Daniel at 4.45 a.m. and proceeded up the Restigouche to Dalhousie, where I anchored at about 9.50 a.m. I remained there until 6.5 p.m. and left there after consulting the Navigating Officer as to whether we should proceed out of the Bay that night. We came to the conclusion that we should do so on account of the very fine weather which was prevailing and taking into consideration the liability to fog in the St. Lawrence, we proceeded. I gave orders to proceed to 72 revolutions as soon as the ship was turned and told them in the engine room to work up to 90 revolutions. At about 6.30 p.m. we shaped our course, the ship then going 90 revolutions. They reported 90 revolutions almost immediately after that from the engine room. The course was laid down in my presence by the Navigating Officer, and we discussed what indraught we were likely to get, or what tide we were likely to get against us, and a course was laid to pass three miles S. and something W. of Souris Point light. I remained on the bridge, I think on the upper bridge, until after 7 p.m. when I went down with the Navigator to the charthouse and there looked over the chart again with his last fix, which was taken at 6.55 p.m. I remained in the charthouse looking over the sailing direction then for some time – how long I do not know, but I know that I remained on the bridge or in the charthouse until 7.45 p.m. with the exception of perhaps five minutes when I went below to change a coat. I personally noticed the officer of the watch, and found that he was paying strict attention to his course, and I know the officer of the watch as being an officer who done nothing else particularly on the bridge except pay attention to his course. He has not been brought up in our service, but had a Royal Naval Reserve bringing up, and he paid strict attention to his course, and I thought at the time that that was all right. At 7.45 I had a final look round and went down to my dinner. At 8 o’clock the midshipman of the watch came down and gave me the Navigating Officer’s 8 o’clock position and reported 8 o’clock. I was then at my dinner. I told him I wished to know as soon as Souris Light was sighted, and at 8.30 Mr. Spurgin, midshipman of the watch came down and reported Souris light bearing N.E. by E. At about 8.45 Mr. Spurgin came down again and reported Paspebiac light bearing S.85 E. which appeared to me about right. I just finished my dinner and was getting ready to go on deck, but I had not really left the table when I felt the jar which I always feel when the ship is in shoal water and the helm goes over. I rushed on deck and felt the ship ground as I was on the fore and aft bridge. When I arrived on the bridge the ship had stopped, and I found her enveloped in a dense fog.”
The court would eventually come to the finding that Captain Kingsmill and Lieutenant Noake were both guilty of negligence and were sentenced to a “severe reprimand”. Somewhat confusingly, the Officer of the Watch was found innocent of all charges and released. Although Kingsmill was convinced, it seems that everything possible was done to spare his career and finances from ruin. The court did not dismiss either person from Dominion while a large amount of the blame was placed on the shoulders of Lieutenant Noake. Kingsmill and Noake were not cross examined by the Prosecutor, forcing the court to undertake it. Kingsmill was allowed to remain in command of Dominion as she was repaired, being transferred to the older battleship HMS Repulse once she came out of drydock. This meant he was not placed on half pay and dodged a financial bullet. It should be noted though that the Sea Lords of the Admiralty seemed to have some kind of personal crusade to further punish the Captain.
While the Board confirmed their sentences, the Fourth Sea Lord Admiral Winsloe was very critical of the sentence itself and believed both officers should be dismissed from Dominion. Second Sea Lord Admiral Drury and First Sea Lord Jackie Fisher both agreed with this however, this action was not particularly warranted under regulations and would have turned this event into a witch hunt, so additional charges were dropped. Even with this all taken into consideration, it was clear that Kingsmill’s career within the Royal Navy was essentially stonewalled. He would likely be promoted to Rear Admiral upon retirement and that would be that. Taking a short leave absence, Kingsmill would request to have an interview with Prime Minister Laurier while he was in Britain for the 1907 Colonial Conference. With his previously favorable relationship with Laurier, it seems Kingsmill wanted to ensure Laurier that his professional ability and standing with the Admiralty was not tarnished. Laurier would invite Kingsmill and his wife to a dinner and while it is not known what was discussed, it was obvious that Kingsmill retained a high amount of confidence from Laurier.
Royal Navy Battleships Royal Sovereign, Empress of India, Repulse and Resolution sailing in a line formation, date unknown.
Roughly one year later in the beginning of May 1908, the Canadian Governor General Earl Grey would inform First Lord of the Admiralty Tweedmouth, that Ottawa requested Captain Kingsmill in order to have an experienced naval officer to take over command of the Canadian Marine Service. Only two weeks the newly promoted Rear Admiral would leave HMS Repulse, retire from the Royal Navy and make his way to Canada to hopefully reinvigorate his career. Minister Brodeur would write a letter to Kingsmill during this period, welcoming him into their ‘fold’.
“For a long time I have cherished the hope of seeing a Canadian, possessing the necessary qualifications, acquired in the English Navy, take the command of our little Canadian fleet. I had naturally cast my eye on you in Quebec two years ago. Mrs Kingsmill, whom I had the pleasure of meeting at my house, one day gave me to understand that you would probably return to Canada, but I thought that was only the natural hope of a wife separated from her husband most of the time, and anxious to see him return home. I am authorized by Governor in Council to offer you command of Canadian Marine Service.”
Note, the above labeled map and text excerpts were obtained from "A Most Fortunate Court Martial: The Trial of Captain Charles Kingsmill, 1907" by Robert L. Davison and many thanks are given to him and his extremely helpful resource.
- RelativeGalaxy7
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