10 



close to, areas known to contain ice, both north and south of the 

 Tail of the Banks. Both passenger and cargo vessels did this. Track 

 B was then the prescribed route and track A went into effect June 

 21. This practice has been observed before and is considered dis- 

 tinctly dangerous. Vessels were cautioned to adhere strictly to 

 track B both in the daily broadcasts and by special bulletins through 

 the facilities of the United States Hydrographic Office. There are 

 several reasons why this procedure, cutting north of track B and/or 

 running across the Tail, is thought to be particularly hazardous. 

 It is not because this region, in vicinity of the Tail of the Banks, 

 contains more bergs, is most constantly covered with fog, or is less 

 known than regions farther north, but vessels deviating from the 

 prescribed route obviously do so with the conviction that one, or 

 all, of the following are true: (a) That his altered course will lead 

 him through an area which, from the broadcasts, contains no ice; 

 (6) will take him safely north or south of known ice; (c) that he will 

 pass through the whole region in clear weather during daylight. 

 There can be no guarantee that any of these are true. At this time 

 of year this region is almost continuously covered with fog. This 

 area may, or may not, contain ice. The currents carry bergs in 

 varied directions and at varied rates, one berg not necessarily fol- 

 lowing either its contemporary or its predecessor. The result of 

 any error in the estimate of the drift of known ice is possible dis- 

 aster. After periods of fog, often 10 days, it is not only possible, 

 but probable, that unknown ice has drifted into this area. As for 

 the last, well it is known that no matter how accurate the data 

 upon which is based a forecast of clear weather in this area, at this 

 time of year, it is subject to many and cogent reservations. It is 

 not a good bet. If these vessels were prepared to follow the practice 

 of ships on the more northern Canadian routes while passing through 

 ice regions, that is, stop and drift at night in fog and proceed only 

 as the visibility permits in the daylight, no great concern would be 

 felt. But, these vessels do not follow this necessary procedure 

 because, as stated above, they believe their chosen course is a safe 

 course (else, it is believed, they would not deviate from the pre- 

 scribed route) and they fully expect to pass through with no loss 

 of time. It is just here that the great danger lies. 



In cutting north of the prescribed route, in this manner, the ship's 

 master defeats all tlie efforts of the Ice Patrol to protect him and 

 violates the letter and spirit of the North Atlantic Track Agreement. 

 The whole procedure seems so unwise and so unnecessary when it is | 

 considered that by originally laying his course along the prescribed i 

 route, only 60 or 70 miles south, he can pass through the ice area in j 

 clear weather, for the most part, and along a route scouted by the 

 Ice Patrol and where ice conditions are known. On the other hand, 



