But there would be a cry, "Oh! This requires consideration!" (Ten years of it--eh?) Well, no! This does not require consideration. This is the very first thing to do. At once. Limit the number of people by the boats you can handle. That's honesty. And then you may go on fumbling for years about these precious davits which are such a stumbling-block to your humanity. These fascinating patent davits. These davits that refuse to do three times as much work as they were meant to do. Oh! The wickedness of these davits!
One of the great discoveries of this admirable Inquiry is the fascination of the davits. All these people positively can't get away from them. They shuffle about and groan around their davits. Whereas the obvious thing to do is to eliminate the man-handled davits altogether. Don't you think that with all the mechanical contrivances, with all the generated power on board these ships, it is about time to get rid of the hundred-years-old, man-power appliances? Cranes are what is wanted; low, compact cranes with adjustable heads, one to each set of six or nine boats. And if people tell you of insuperable difficulties, if they tell you of the swing and spin of spanned boats, don't you believe them. The heads of the cranes need not be any higher than the heads of the davits. The lift required would be only a couple of inches. As to the spin, there is a way to prevent that if you have in each boat two men who know what they are about. I have taken up on board a heavy ship's boat, in the open sea (the ship rolling heavily), with a common cargo derrick. And a cargo derrick is very much like a crane; but a crane devised AD HOC would be infinitely easier to work. We must remember that the loss of this ship has altered the moral atmosphere. As long as the Titanic is remembered, an ugly rush for the boats may be feared in case of some accident. You can't hope to drill into perfect discipline a casual mob of six hundred firemen and waiters, but in a ship like the Titanic you can keep on a permanent trustworthy crew of one hundred intelligent seamen and mechanics who would know their stations for abandoning ship and would do the work efficiently. The boats could be lowered with sufficient dispatch. One does not want to let rip one's boats by the run all at the same time. With six boat-cranes, six boats would be simultaneously swung, filled, and got away from the side; and if any sort of order is kept, the ship could be cleared of the passengers in a quite short time. For there must be boats enough for the passengers and crew, whether you increase the number of boats or limit the number of passengers, irrespective of the size of the ship. That is the only honest course. Any other would be rather worse than putting sand in the sugar, for which a tradesman gets fined or imprisoned. Do not let us take a romantic view of the so-called progress. A company selling passages is a tradesman; though from the way these people talk and behave you would think they are benefactors of mankind in some mysterious way, engaged in some lofty and amazing enterprise.
All these boats should have a motor-engine in them. And, of course, the glorified tradesman, the mummified official, the technicians, and all these secretly disconcerted hangers-on to the enormous ticket-selling enterprise, will raise objections to it with every air of superiority. But don't believe them. Doesn't it strike you as absurd that in this age of mechanical propulsion, of generated power, the boats of such ultra-modern ships are fitted with oars and sails, implements more than three thousand years old? Old as the siege of Troy. Older! . . . And I know what I am talking about. Only six weeks ago I was on the river in an ancient, rough, ship's boat, fitted with a two-cylinder motor- engine of 7.5 h.p. Just a common ship's boat, which the man who owns her uses for taking the workmen and stevedores to and from the ships loading at the buoys off Greenhithe. She would have carried some thirty people. No doubt has carried as many daily for many months. And she can tow a twenty-five ton water barge--which is also part of that man's business.
It was a boisterous day, half a gale of wind against the flood tide. Two fellows managed her. A youngster of seventeen was cox (and a first-rate cox he was too); a fellow in a torn blue jersey, not much older, of the usual riverside type, looked after the engine. I spent an hour and a half in her, running up and down and across that reach. She handled perfectly. With eight or twelve oars out she could not have done anything like as well. These two youngsters at my request kept her stationary for ten minutes, with a touch of engine and helm now and then, within three feet of a big, ugly mooring buoy over which the water broke and the spray flew in sheets, and which would have holed her if she had bumped against it. But she kept her position, it seemed to me, to an inch, without apparently any trouble to these boys. You could not have done it with oars. And her engine did not take up the space of three men, even on the assumption that you would pack people as tight as sardines in a box.
Not the room of three people, I tell you! But no one would want to pack a boat like a sardine-box. There must be room enough to handle the oars. But in that old ship's boat, even if she had been desperately overcrowded, there was power (manageable by two riverside youngsters) to get away quickly from a ship's side (very important for your safety and to make room for other boats), the power to keep her easily head to sea, the power to move at five to seven knots towards a rescuing ship, the power to come safely alongside. And all that in an engine which did not take up the room of three people.
A poor boatman who had to scrape together painfully the few sovereigns of the price had the idea of putting that engine into his boat. But all these designers, directors, managers, constructors, and others whom we may include in the generic name of Yamsi, never thought of it for the boats of the biggest tank on earth, or rather on sea. And therefore they assume an air of impatient superiority and make objections--however sick at heart they may be. And I hope they are; at least, as much as a grocer who has sold a tin of imperfect salmon which destroyed only half a dozen people. And you know, the tinning of salmon was "progress" as much at least as the building of the Titanic. More, in fact. I am not attacking shipowners. I care neither more nor less for Lines, Companies, Combines, and generally for Trade arrayed in purple and fine linen than the Trade cares for me. But I am attacking foolish arrogance, which is fair game; the offensive posture of superiority by which they hide the sense of their guilt, while the echoes of the miserably hypocritical cries along the alley-ways of that ship: "Any more women? Any more women?" linger yet in our ears.
I have been expecting from one or the other of them all bearing the generic name of Yamsi, something, a sign of some sort, some sincere utterance, in the course of this Admirable Inquiry, of manly, of genuine compunction. In vain. All trade talk. Not a whisper-- except for the conventional expression of regret at the beginning of the yearly report--which otherwise is a cheerful document. Dividends, you know. The shop is doing well.
And the Admirable Inquiry goes on, punctuated by idiotic laughter, by paid-for cries of indignation from under legal wigs, bringing to light the psychology of various commercial characters too stupid to know that they are giving themselves away--an admirably laborious inquiry into facts that speak, nay shout, for themselves.
I am not a soft-headed, humanitarian faddist. I have been ordered in my time to do dangerous work; I have ordered, others to do dangerous work; I have never ordered a man to do any work I was not prepared to do myself. I attach no exaggerated value to human life. But I know it has a value for which the most generous contributions to the Mansion House and "Heroes" funds cannot pay. And they cannot pay for it, because people, even of the third class (excuse my plain speaking), are not cattle. Death has its sting. If Yamsi's manager's head were forcibly held under the water of his bath for some little time, he would soon discover that it has. Some people can only learn from that sort of experience which comes home to their own dear selves.
I am not a sentimentalist; therefore it is not a great consolation to me to see all these people breveted as "Heroes" by the penny and halfpenny Press. It is no consolation at all. In extremity, in the worst extremity, the majority of people, even of common people, will behave decently. It's a fact of which only the journalists don't seem aware. Hence their enthusiasm, I supp
ose. But I, who am not a sentimentalist, think it would have been finer if the band of the Titanic had been quietly saved, instead of being drowned while playing--whatever tune they were playing, the poor devils. I would rather they had been saved to support their families than to see their families supported by the magnificent generosity of the subscribers. I am not consoled by the false, written-up, Drury Lane aspects of that event, which is neither drama, nor melodrama, nor tragedy, but the exposure of arrogant folly. There is nothing more heroic in being drowned very much against your will, off a holed, helpless, big tank in which you bought your passage, than in dying of colic caused by the imperfect salmon in the tin you bought from your grocer.
And that's the truth. The unsentimental truth stripped of the romantic garment the Press has wrapped around this most unnecessary disaster.
PROTECTION OF OCEANLINERS{8}--1914
The loss of the Empress of Ireland awakens feelings somewhat different from those the sinking of the Titanic had called up on two continents. The grief for the lost and the sympathy for the survivors and the bereaved are the same; but there is not, and there cannot be, the same undercurrent of indignation. The good ship that is gone (I remember reading of her launch something like eight years ago) had not been ushered in with beat of drum as the chief wonder of the world of waters. The company who owned her had no agents, authorised or unauthorised, giving boastful interviews about her unsinkability to newspaper reporters ready to swallow any sort of trade statement if only sensational enough for their readers--readers as ignorant as themselves of the nature of all things outside the commonest experience of the man in the street.
No; there was nothing of that in her case. The company was content to have as fine, staunch, seaworthy a ship as the technical knowledge of that time could make her. In fact, she was as safe a ship as nine hundred and ninety-nine ships out of any thousand now afloat upon the sea. No; whatever sorrow one can feel, one does not feel indignation. This was not an accident of a very boastful marine transportation; this was a real casualty of the sea. The indignation of the New South Wales Premier flashed telegraphically to Canada is perfectly uncalled-for. That statesman, whose sympathy for poor mates and seamen is so suspect to me that I wouldn't take it at fifty per cent. discount, does not seem to know that a British Court of Marine Inquiry, ordinary or extraordinary, is not a contrivance for catching scapegoats. I, who have been seaman, mate and master for twenty years, holding my certificate under the Board of Trade, may safely say that none of us ever felt in danger of unfair treatment from a Court of Inquiry. It is a perfectly impartial tribunal which has never punished seamen for the faults of shipowners--as, indeed, it could not do even if it wanted to. And there is another thing the angry Premier of New South Wales does not know. It is this: that for a ship to float for fifteen minutes after receiving such a blow by a bare stem on her bare side is not so bad.
She took a tremendous list which made the minutes of grace vouchsafed her of not much use for the saving of lives. But for that neither her owners nor her officers are responsible. It would have been wonderful if she had not listed with such a hole in her side. Even the Aquitania with such an opening in her outer hull would be bound to take a list. I don't say this with the intention of disparaging this latest "triumph of marine architecture"--to use the consecrated phrase. The Aquitania is a magnificent ship. I believe she would bear her people unscathed through ninety-nine per cent. of all possible accidents of the sea. But suppose a collision out on the ocean involving damage as extensive as this one was, and suppose then a gale of wind coming on. Even the Aquitania would not be quite seaworthy, for she would not be manageable.
We have been accustoming ourselves to put our trust in material, technical skill, invention, and scientific contrivances to such an extent that we have come at last to believe that with these things we can overcome the immortal gods themselves. Hence when a disaster like this happens, there arises, besides the shock to our humane sentiments, a feeling of irritation, such as the hon. gentleman at the head of the New South Wales Government has discharged in a telegraphic flash upon the world.
But it is no use being angry and trying to hang a threat of penal servitude over the heads of the directors of shipping companies. You can't get the better of the immortal gods by the mere power of material contrivances. There will be neither scapegoats in this matter nor yet penal servitude for anyone. The Directors of the Canadian Pacific Railway Company did not sell "safety at sea" to the people on board the Empress of Ireland. They never in the slightest degree pretended to do so. What they did was to sell them a sea-passage, giving very good value for the money. Nothing more. As long as men will travel on the water, the sea-gods will take their toll. They will catch good seamen napping, or confuse their judgment by arts well known to those who go to sea, or overcome them by the sheer brutality of elemental forces. It seems to me that the resentful sea-gods never do sleep, and are never weary; wherein the seamen who are mere mortals condemned to unending vigilance are no match for them.
And yet it is right that the responsibility should be fixed. It is the fate of men that even in their contests with the immortal gods they must render an account of their conduct. Life at sea is the life in which, simple as it is, you can't afford to make mistakes.
With whom the mistake lies here, is not for me to say. I see that Sir Thomas Shaughnessy has expressed his opinion of Captain Kendall's absolute innocence. This statement, premature as it is, does him honour, for I don't suppose for a moment that the thought of the material issue involved in the verdict of the Court of Inquiry influenced him in the least. I don't suppose that he is more impressed by the writ of two million dollars nailed (or more likely pasted) to the foremast of the Norwegian than I am, who don't believe that the Storstad is worth two million shillings. This is merely a move of commercial law, and even the whole majesty of the British Empire (so finely invoked by the Sheriff) cannot squeeze more than a very moderate quantity of blood out of a stone. Sir Thomas, in his confident pronouncement, stands loyally by a loyal and distinguished servant of his company.
This thing has to be investigated yet, and it is not proper for me to express my opinion, though I have one, in this place and at this time. But I need not conceal my sympathy with the vehement protestations of Captain Andersen. A charge of neglect and indifference in the matter of saving lives is the cruellest blow that can be aimed at the character of a seaman worthy of the name. On the face of the facts as known up to now the charge does not seem to be true. If upwards of three hundred people have been, as stated in the last reports, saved by the Storstad, then that ship must have been at hand and rendering all the assistance in her power.
As to the point which must come up for the decision of the Court of Inquiry, it is as fine as a hair. The two ships saw each other plainly enough before the fog closed on them. No one can question Captain Kendall's prudence. He has been as prudent as ever he could be. There is not a shadow of doubt as to that.
But there is this question: Accepting the position of the two ships when they saw each other as correctly described in the very latest newspaper reports, it seems clear that it was the Empress of Ireland's duty to keep clear of the collier, and what the Court will have to decide is whether the stopping of the liner was, under the circumstances, the best way of keeping her clear of the other ship, which had the right to proceed cautiously on an unchanged course.
This, reduced to its simplest expression, is the question which the Court will have to decide.
And now, apart from all problems of manoeuvring, of rules of the road, of the judgment of the men in command, away from their possible errors and from the points the Court will have to decide, if we ask ourselves what it was that was needed to avert this disaster costing so many lives, spreading so much sorrow, and to a certain point shocking the public conscience--if we ask that question, what is the answer to be?
I hardly dare set it down. Yes; what was it that was needed, what ingenious combinations of shipbuilding,
what transverse bulkheads, what skill, what genius--how much expense in money and trained thinking, what learned contriving, to avert that disaster?
To save that ship, all these lives, so much anguish for the dying, and so much grief for the bereaved, all that was needed in this particular case in the way of science, money, ingenuity, and seamanship was a man, and a cork-fender.
Yes; a man, a quartermaster, an able seaman that would know how to jump to an order and was not an excitable fool. In my time at sea there was no lack of men in British ships who could jump to an order and were not excitable fools. As to the so-called cork- fender, it is a sort of soft balloon made from a net of thick rope rather more than a foot in diameter. It is such a long time since I have indented for cork-fenders that I don't remember how much these things cost apiece. One of them, hung judiciously over the side at the end of its lanyard by a man who knew what he was about, might perhaps have saved from destruction the ship and upwards of a thousand lives.
Two men with a heavy rope-fender would have been better, but even the other one might have made all the difference between a very damaging accident and downright disaster. By the time the cork- fender had been squeezed between the liner's side and the bluff of the Storstad's bow, the effect of the latter's reversed propeller would have been produced, and the ships would have come apart with no more damage than bulged and started plates. Wasn't there lying about on that liner's bridge, fitted with all sorts of scientific contrivances, a couple of simple and effective cork-fenders--or on board of that Norwegian either? There must have been, since one ship was just out of a dock or harbour and the other just arriving. That is the time, if ever, when cork-fenders are lying about a ship's decks. And there was plenty of time to use them, and exactly in the conditions in which such fenders are effectively used. The water was as smooth as in any dock; one ship was motionless, the other just moving at what may be called dock-speed when entering, leaving, or shifting berths; and from the moment the collision was seen to be unavoidable till the actual contact a whole minute elapsed. A minute,--an age under the circumstances. And no one thought of the homely expedient of dropping a simple, unpretending rope-fender between the destructive stern and the defenceless side!
Notes on Life & Letters Page 22
