"Yamsi," I should explain, is a mere code address, and I use it here symbolically. I have seen commerce pretty close. I know what it is worth, and I have no particular regard for commercial magnates, but one must protest against these Bumble-like proceedings. Is it indignation at the loss of so many lives which is at work here? Well, the American railroads kill very many people during one single year, I dare say. Then why don't these dignitaries come down on the presidents of their own railroads, of which one can't say whether they are mere means of transportation or a sort of gambling game for the use of American plutocrats. Is it only an ardent and, upon the whole, praiseworthy desire for information? But the reports of the inquiry tell us that the august senators, though raising a lot of questions testifying to the complete innocence and even blankness of their minds, are unable to understand what the second officer is saying to them. We are so informed by the press from the other side. Even such a simple expression as that one of the look-out men was stationed in the "eyes of the ship" was too much for the senators of the land of graphic expression. What it must have been in the more recondite matters I won't even try to think, because I have no mind for smiles just now. They were greatly exercised about the sound of explosions heard when half the ship was under water already. Was there one? Were there two? They seemed to be smelling a rat there! Has not some charitable soul told them (what even schoolboys who read sea stories know) that when a ship sinks from a leak like this, a deck or two is always blown up; and that when a steamship goes down by the head, the boilers may, and often do break adrift with a sound which resembles the sound of an explosion? And they may, indeed, explode, for all I know. In the only case I have seen of a steamship sinking there was such a sound, but I didn't dive down after her to investigate. She was not of 45,000 tons and declared unsinkable, but the sight was impressive enough. I shall never forget the muffled, mysterious detonation, the sudden agitation of the sea round the slowly raised stern, and to this day I have in my eye the propeller, seen perfectly still in its frame against a clear evening sky.

But perhaps the second officer has explained to them by this time this and a few other little facts. Though why an officer of the British merchant service should answer the questions of any king, emperor, autocrat, or senator of any foreign power (as to an event in which a British ship alone was concerned, and which did not even take place in the territorial waters of that power) passes my understanding. The only authority he is bound to answer is the Board of Trade. But with what face the Board of Trade, which, having made the regulations for 10,000 ton ships, put its dear old bald head under its wing for ten years, took it out only to shelve an important report, and with a dreary murmur, "Unsinkable," put it back again, in the hope of not being disturbed for another ten years, with what face it will be putting questions to that man who has done his duty, as to the facts of this disaster and as to his professional conduct in it—well, I don't know! I have the greatest respect for our established authorities. I am a disciplined man, and I have a natural indulgence for the weaknesses of human institutions; but I will own that at times I have regretted their—how shall I say it?—their imponderability. A Board of Trade—what is it? A Board of . . . I believe the Speaker of the Irish Parliament is one of the members of it. A ghost. Less than that; as yet a mere memory. An office with adequate and no doubt comfortable furniture and a lot of perfectly irresponsible gentlemen who exist packed in its equable atmosphere softly, as if in a lot of cotton-wool, and with no care in the world; for there can be no care without personal responsibility—such, for instance, as the seamen have—those seamen from whose mouths this irresponsible institution can take away the bread—as a disciplinary measure. Yes—it's all that. And what more? The name of a politician—a party man! Less than nothing; a mere void without as much as a shadow of responsibility cast into it from that light in which move the masses of men who work, who deal in things and face the realities—not the words—of this life.

Years ago I remember overhearing two genuine shellbacks of the old type commenting on a ship's officer, who, if not exactly incompetent, did not commend himself to their severe judgment of accomplished sailor-men. Said one, resuming and concluding the discussion in a funnily judicial tone:

"The Board of Trade must have been drunk when they gave him his certificate."

I confess that this notion of the Board of Trade as an entity having a brain which could be overcome by the fumes of strong liquor charmed me exceedingly. For then it would have been unlike the limited companies of which some exasperated wit has once said that they had no souls to be saved and no bodies to be kicked, and thus were free in this world and the next from all the effective sanctions of conscientious conduct. But, unfortunately, the picturesque pronouncement overheard by me was only a characteristic sally of an annoyed sailor. The Board of Trade is composed of bloodless departments. It has no limbs and no physiognomy, or else at the forthcoming inquiry it might have paid to the victims of the Titanic disaster the small tribute of a blush. I ask myself whether the Marine Department of the Board of Trade did really believe, when they decided to shelve the report on equipment for a time, that a ship of 45,000 tons, that any ship, could be made practically indestructible by means of water-tight bulkheads? It seems incredible to anybody who had ever reflected upon the properties of material, such as wood or steel. You can't, let builders say what they like, make a ship of such dimensions as strong proportionately as a much smaller one. The shocks our old whalers had to stand amongst the heavy floes in Baffin's Bay were perfectly staggering, notwithstanding the most skilful handling, and yet they lasted for years. The Titanic, if one may believe the last reports, has only scraped against a piece of ice which, I suspect, was not an enormously bulky and comparatively easily seen berg, but the low edge of a floe—and sank. Leisurely enough, God knows—and here the advantage of bulkheads comes in—for time is a great friend, a good helper—though in this lamentable case these bulkheads served only to prolong the agony of the passengers who could not be saved. But she sank, causing, apart from the sorrow and the pity of the loss of so many lives, a sort of surprised consternation that such a thing should have happened at all. Why? You build a 45,000 tons hotel of thin steel plates to secure the patronage of, say, a couple of thousand rich people (for if it had been for the emigrant trade alone, there would have been no such exaggeration of mere size), you decorate it in the style of the Pharaohs or in the Louis Quinze style—I don't know which—and to please the aforesaid fatuous handful of individuals, who have more money than they know what to do with, and to the applause of two continents, you launch that mass with two thousand people on board at twenty-one knots across the sea—a perfect exhibition of the modern blind trust in mere material and appliances. And then this happens. General uproar. The blind trust in material and appliances has received a terrible shock. I will say nothing of the credulity which accepts any statement which specialists, technicians and office-people are pleased to make, whether for purposes of gain or glory. You stand there astonished and hurt in your profoundest sensibilities. But what else under the circumstances could you expect?

For my part I could much sooner believe in an unsinkable ship of 3,000 tons than in one of 40,000 tons. It is one of those things that stand to reason. You can't increase the thickness of scantling and plates indefinitely. And the mere weight of this bigness is an added disadvantage. In reading the reports, the first reflection which occurs to one is that, if that luckless ship had been a couple of hundred feet shorter, she would have probably gone clear of the danger. But then, perhaps, she could not have had a swimming bath and a French cafe. That, of course, is a serious consideration. I am well aware that those responsible for her short and fatal existence ask us in desolate accents to believe that if she had hit end on she would have survived. Which, by a sort of coy implication, seems to mean that it was all the fault of the officer of the watch (he is dead now) for trying to avoid the obstacle. We shall have presently, in deference to commercial and industrial interests, a new kind of seamanship. A very new and "progressive" kind. If you see anything in the way, by no means try to avoid it; smash at it full tilt. And then—and then only you shall see the triumph of material, of clever contrivances, of the whole box of engineering tricks in fact, and cover with glory a commercial concern of the most unmitigated sort, a great Trust, and a great ship-building yard, justly famed for the super-excellence of its material and workmanship. Unsinkable! See? I told you she was unsinkable, if only handled in accordance with the new seamanship. Everything's in that. And, doubtless, the Board of Trade, if properly approached, would consent to give the needed instructions to its examiners of Masters and Mates. Behold the examination-room of the future. Enter to the grizzled examiner a young man of modest aspect: "Are you well up in modern seamanship?" "I hope so, sir." "H'm, let's see. You are at night on the bridge in charge of a 150,000 tons ship, with a motor track, organ- loft, etc., etc., with a full cargo of passengers, a full crew of 1,500 cafe waiters, two sailors and a boy, three collapsible boats as per Board of Trade regulations, and going at your three-quarter speed of, say, about forty knots. You perceive suddenly right ahead, and close to, something that looks like a large ice-floe. What would you do?" "Put the helm amidships." "Very well. Why?" "In order to hit end on." "On what grounds should you endeavour to hit end on?" "Because we are taught by our builders and masters that the heavier the smash, the smaller the damage, and because the requirements of material should be attended to."

And so on and so on. The new seamanship: when in doubt try to ram fairly—whatever's before you. Very simple. If only the Titanic had rammed that piece of ice (which was not a monstrous berg) fairly, every puffing paragraph would have been vindicated in the eyes of the credulous public which pays. But would it have been? Well, I doubt it. I am well aware that in the eighties the steamship Arizona, one of the "greyhounds of the ocean" in the jargon of that day, did run bows on against a very unmistakable iceberg, and managed to get into port on her collision bulkhead. But the Arizona was not, if I remember rightly, 5,000 tons register, let alone 45,000, and she was not going at twenty knots per hour. I can't be perfectly certain at this distance of time, but her sea- speed could not have been more than fourteen at the outside. Both these facts made for safety. And, even if she had been engined to go twenty knots, there would not have been behind that speed the enormous mass, so difficult to check in its impetus, the terrific weight of which is bound to do damage to itself or others at the slightest contact.

I assure you it is not for the vain pleasure of talking about my own poor experiences, but only to illustrate my point, that I will relate here a very unsensational little incident I witnessed now rather more than twenty years ago in Sydney, N.S.W. Ships were beginning then to grow bigger year after year, though, of course, the present dimensions were not even dreamt of. I was standing on the Circular Quay with a Sydney pilot watching a big mail steamship of one of our best-known companies being brought alongside. We admired her lines, her noble appearance, and were impressed by her size as well, though her length, I imagine, was hardly half that of the Titanic.

She came into the Cove (as that part of the harbour is called), of course very slowly, and at some hundred feet or so short of the quay she lost her way. That quay was then a wooden one, a fine structure of mighty piles and stringers bearing a roadway—a thing of great strength. The ship, as I have said before, stopped moving when some hundred feet from it. Then her engines were rung on slow ahead, and immediately rung off again. The propeller made just about five turns, I should say. She began to move, stealing on, so to speak, without a ripple; coming alongside with the utmost gentleness. I went on looking her over, very much interested, but the man with me, the pilot, muttered under his breath: "Too much, too much." His exercised judgment had warned him of what I did not even suspect. But I believe that neither of us was exactly prepared for what happened. There was a faint concussion of the ground under our feet, a groaning of piles, a snapping of great iron bolts, and with a sound of ripping and splintering, as when a tree is blown down by the wind, a great strong piece of wood, a baulk of squared timber, was displaced several feet as if by enchantment. I looked at my companion in amazement. "I could not have believed it," I declared. "No," he said. "You would not have thought she would have cracked an egg—eh?"

I certainly wouldn't have thought that. He shook his head, and added: "Ah! These great, big things, they want some handling."

Some months afterwards I was back in Sydney. The same pilot brought me in from sea. And I found the same steamship, or else another as like her as two peas, lying at anchor not far from us. The pilot told me she had arrived the day before, and that he was to take her alongside to-morrow. I reminded him jocularly of the damage to the quay. "Oh!" he said, "we are not allowed now to bring them in under their own steam. We are using tugs."

A very wise regulation. And this is my point—that size is to a certain extent an element of weakness. The bigger the ship, the more delicately she must be handled. Here is a contact which, in the pilot's own words, you wouldn't think could have cracked an egg; with the astonishing result of something like eighty feet of good strong wooden quay shaken loose, iron bolts snapped, a baulk of stout timber splintered. Now, suppose that quay had been of granite (as surely it is now)—or, instead of the quay, if there had been, say, a North Atlantic fog there, with a full- grown iceberg in it awaiting the gentle contact of a ship groping its way along blindfold? Something would have been hurt, but it would not have been the iceberg.

Apparently, there is a point in development when it ceases to be a true progress—in trade, in games, in the marvellous handiwork of men, and even in their demands and desires and aspirations of the moral and mental kind. There is a point when progress, to remain a real advance, must change slightly the direction of its line. But this is a wide question. What I wanted to point out here is—that the old Arizona, the marvel of her day, was proportionately stronger, handier, better equipped, than this triumph of modern naval architecture, the loss of which, in common parlance, will remain the sensation of this year. The clatter of the presses has been worthy of the tonnage, of the preliminary paeans of triumph round that vanished hull, of the reckless statements, and elaborate descriptions of its ornate splendour. A great babble of news (and what sort of news too, good heavens!) and eager comment has arisen around this catastrophe, though it seems to me that a less strident note would have been more becoming in the presence of so many victims left struggling on the sea, of lives miserably thrown away for nothing, or worse than nothing: for false standards of achievement, to satisfy a vulgar demand of a few moneyed people for a banal hotel luxury—the only one they can understand—and because the big ship pays, in one way or another: in money or in advertising value.

It is in more ways than one a very ugly business, and a mere scrape along the ship's side, so slight that, if reports are to be believed, it did not interrupt a card party in the gorgeously fitted (but in chaste style) smoking-room—or was it in the delightful French cafe?—is enough to bring on the exposure. All the people on board existed under a sense of false security. How false, it has been sufficiently demonstrated. And the fact which seems undoubted, that some of them actually were reluctant to enter the boats when told to do so, shows the strength of that falsehood. Incidentally, it shows also the sort of discipline on board these ships, the sort of hold kept on the passengers in the face of the unforgiving sea. These people seemed to imagine it an optional matter: whereas the order to leave the ship should be an order of the sternest character, to be obeyed unquestioningly and promptly by every one on board, with men to enforce it at once, and to carry it out methodically and swiftly. And it is no use to say it cannot be done, for it can. It has been done. The only requisite is manageableness of the ship herself and of the numbers she carries on board. That is the great thing which makes for safety. A commander should be able to hold his ship and everything on board of her in the hollow of his hand, as it were. But with the modern foolish trust in material, and with those floating hotels, this has become impossible. A man may do his best, but he cannot succeed in a task which from greed, or more likely from sheer stupidity, has been made too great for anybody's strength.

The readers of The English Review, who cast a friendly eye nearly six years ago on my Reminiscences, and know how much the merchant service, ships and men, has been to me, will understand my indignation that those men of whom (speaking in no sentimental phrase, but in the very truth of feeling) I can't even now think otherwise than as brothers, have been put by their commercial employers in the impossibility to perform efficiently their plain duty; and this from motives which I shall not enumerate here, but whose intrinsic unworthiness is plainly revealed by the greatness, the miserable greatness, of that disaster. Some of them have perished. To die for commerce is hard enough, but to go under that sea we have been trained to combat, with a sense of failure in the supreme duty of one's calling is indeed a bitter fate. Thus they are gone, and the responsibility remains with the living who will have no difficulty in replacing them by others, just as good, at the same wages. It was their bitter fate. But I, who can look at some arduous years when their duty was my duty too, and their feelings were my feelings, can remember some of us who once upon a time were more fortunate.

It is of them that I would talk a little, for my own comfort partly, and also because I am sticking all the time to my subject to illustrate my point, the point of manageableness which I have raised just now. Since the memory of the lucky Arizona has been evoked by others than myself, and made use of by me for my own purpose, let me call up the ghost of another ship of that distant day whose less lucky destiny inculcates another lesson making for my argument. The Douro, a ship belonging to the Royal Mail Steam Packet Company, was rather less than one-tenth the measurement of the Titanic. Yet, strange as it may appear to the ineffable hotel exquisites who form the bulk of the first-class Cross- Atlantic Passengers, people of position and wealth and refinement did not consider it an intolerable hardship to travel in her, even all the way from South America; this being the service she was engaged upon. Of her speed I know nothing, but it must have been the average of the period, and the decorations of her saloons were, I dare say, quite up to the mark; but I doubt if her birth had been boastfully paragraphed all round the Press, because that was not the fashion of the time. She was not a mass of material gorgeously furnished and upholstered. She was a ship. And she was not, in the apt words of an article by Commander C. Crutchley, R.N.R., which I have just read, "run by a sort of hotel syndicate composed of the Chief Engineer, the Purser, and the Captain," as these monstrous Atlantic ferries are. She was really commanded, manned, and equipped as a ship meant to keep the sea: a ship first and last in the fullest meaning of the term, as the fact I am going to relate will show.

She was off the Spanish coast, homeward bound, and fairly full, just like the Titanic; and further, the proportion of her crew to her passengers, I remember quite well, was very much the same. The exact number of souls on board I have forgotten. It might have been nearly three hundred, certainly not more. The night was moonlit, but hazy, the weather fine with a heavy swell running from the westward, which means that she must have been rolling a great deal, and in that respect the conditions for her were worse than in the case of the Titanic. Some time either just before or just after midnight, to the best of my recollection, she was run into amidships and at right angles by a large steamer which after the blow backed out, and, herself apparently damaged, remained motionless at some distance.

My recollection is that the Douro remained afloat after the collision for fifteen minutes or thereabouts. It might have been twenty, but certainly something under the half-hour. In that time the boats were lowered, all the passengers put into them, and the lot shoved off. There was no time to do anything more. All the crew of the Douro went down with her, literally without a murmur. When she went she plunged bodily down like a stone. The only members of the ship's company who survived were the third officer, who was from the first ordered to take charge of the boats, and the seamen told off to man them, two in each. Nobody else was picked up. A quartermaster, one of the saved in the way of duty, with whom I talked a month or so afterwards, told me that they pulled up to the spot, but could neither see a head nor hear the faintest cry.

But I have forgotten. A passenger was drowned. She was a lady's maid who, frenzied with terror, refused to leave the ship. One of the boats waited near by till the chief officer, finding himself absolutely unable to tear the girl away from the rail to which she dung with a frantic grasp, ordered the boat away out of danger. My quartermaster told me that he spoke over to them in his ordinary voice, and this was the last sound heard before the ship sank.

The rest is silence. I daresay there was the usual official inquiry, but who cared for it? That sort of thing speaks for itself with no uncertain voice; though the papers, I remember, gave the event no space to speak of: no large headlines—no headlines at all. You see it was not the fashion at the time. A seaman-like piece of work, of which one cherishes the old memory at this juncture more than ever before. She was a ship commanded, manned, equipped—not a sort of marine Ritz, proclaimed unsinkable and sent adrift with its casual population upon the sea, without enough boats, without enough seamen (but with a Parisian cafe and four hundred of poor devils of waiters) to meet dangers which, let the engineers say what they like, lurk always amongst the waves; sent with a blind trust in mere material, light-heartedly, to a most miserable, most fatuous disaster.

And there are, too, many ugly developments about this tragedy. The rush of the senatorial inquiry before the poor wretches escaped from the jaws of death had time to draw breath, the vituperative abuse of a man no more guilty than others in this matter, and the suspicion of this aimless fuss being a political move to get home on the M.T. Company, into which, in common parlance, the United States Government has got its knife, I don't pretend to understand why, though with the rest of the world I am aware of the fact. Perhaps there may be an excellent and worthy reason for it; but I venture to suggest that to take advantage of so many pitiful corpses, is not pretty. And the exploiting of the mere sensation on the other side is not pretty in its wealth of heartless inventions. Neither is the welter of Marconi lies which has not been sent vibrating without some reason, for which it would be nauseous to inquire too closely. And the calumnious, baseless, gratuitous, circumstantial lie charging poor Captain Smith with desertion of his post by means of suicide is the vilest and most ugly thing of all in this outburst of journalistic enterprise, without feeling, without honour, without decency.

But all this has its moral. And that other sinking which I have related here and to the memory of which a seaman turns with relief and thankfulness has its moral too. Yes, material may fail, and men, too, may fail sometimes; but more often men, when they are given the chance, will prove themselves truer than steel, that wonderful thin steel from which the sides and the bulkheads of our modern sea-leviathans are made.



CERTAIN ASPECTS OF THE ADMIRABLE INQUIRY INTO THE LOSS OF THE TITANIC—1912

I have been taken to task by a friend of mine on the "other side" for my strictures on Senator Smith's investigation into the loss of the Titanic, in the number of The English Review for May, 1912. I will admit that the motives of the investigation may have been excellent, and probably were; my criticism bore mainly on matters of form and also on the point of efficiency. In that respect I have nothing to retract. The Senators of the Commission had absolutely no knowledge and no practice to guide them in the conduct of such an investigation; and this fact gave an air of unreality to their zealous exertions. I think that even in the United States there is some regret that this zeal of theirs was not tempered by a large dose of wisdom. It is fitting that people who rush with such ardour to the work of putting questions to men yet gasping from a narrow escape should have, I wouldn't say a tincture of technical information, but enough knowledge of the subject to direct the trend of their inquiry. The newspapers of two continents have noted the remarks of the President of the Senatorial Commission with comments which I will not reproduce here, having a scant respect for the "organs of public opinion," as they fondly believe themselves to be. The absolute value of their remarks was about as great as the value of the investigation they either mocked at or extolled. To the United States Senate I did not intend to be disrespectful. I have for that body, of which one hears mostly in connection with tariffs, as much reverence as the best of Americans. To manifest more or less would be an impertinence in a stranger. I have expressed myself with less reserve on our Board of Trade. That was done under the influence of warm feelings. We were all feeling warmly on the matter at that time. But, at any rate, our Board of Trade Inquiry, conducted by an experienced President, discovered a very interesting fact on the very second day of its sitting: the fact that the water-tight doors in the bulkheads of that wonder of naval architecture could be opened down below by any irresponsible person. Thus the famous closing apparatus on the bridge, paraded as a device of greater safety, with its attachments of warning bells, coloured lights, and all these pretty-pretties, was, in the case of this ship, little better than a technical farce.

It is amusing, if anything connected with this stupid catastrophe can be amusing, to see the secretly crestfallen attitude of technicians. They are the high priests of the modern cult of perfected material and of mechanical appliances, and would fain forbid the profane from inquiring into its mysteries. We are the masters of progress, they say, and you should remain respectfully silent. And they take refuge behind their mathematics. I have the greatest regard for mathematics as an exercise of mind. It is the only manner of thinking which approaches the Divine. But mere calculations, of which these men make so much, when unassisted by imagination and when they have gained mastery over common sense, are the most deceptive exercises of intellect. Two and two are four, and two are six. That is immutable; you may trust your soul to that; but you must be certain first of your quantities. I know how the strength of materials can be calculated away, and also the evidence of one's senses. For it is by some sort of calculation involving weights and levels that the technicians responsible for the Titanic persuaded themselves that a ship not divided by water-tight compartments could be "unsinkable." Because, you know, she was not divided. You and I, and our little boys, when we want to divide, say, a box, take care to procure a piece of wood which will reach from the bottom to the lid. We know that if it does not reach all the way up, the box will not be divided into two compartments. It will be only partly divided. The Titanic was only partly divided. She was just sufficiently divided to drown some poor devils like rats in a trap. It is probable that they would have perished in any case, but it is a particularly horrible fate to die boxed up like this. Yes, she was sufficiently divided for that, but not sufficiently divided to prevent the water flowing over.

Therefore to a plain man who knows something of mathematics but is not bemused by calculations, she was, from the point of view of "unsinkability," not divided at all. What would you say of people who would boast of a fireproof building, an hotel, for instance, saying, "Oh, we have it divided by fireproof bulkheads which would localise any outbreak," and if you were to discover on closer inspection that these bulkheads closed no more than two-thirds of the openings they were meant to close, leaving above an open space through which draught, smoke, and fire could rush from one end of the building to the other? And, furthermore, that those partitions, being too high to climb over, the people confined in each menaced compartment had to stay there and become asphyxiated or roasted, because no exits to the outside, say to the roof, had been provided! What would you think of the intelligence or candour of these advertising people? What would you think of them? And yet, apart from the obvious difference in the action of fire and water, the cases are essentially the same.

It would strike you and me and our little boys (who are not engineers yet) that to approach—I won't say attain—somewhere near absolute safety, the divisions to keep out water should extend from the bottom right up to the uppermost deck of the hull. I repeat, the hull, because there are above the hull the decks of the superstructures of which we need not take account. And further, as a provision of the commonest humanity, that each of these compartments should have a perfectly independent and free access to that uppermost deck: that is, into the open. Nothing less will do. Division by bulkheads that really divide, and free access to the deck from every water-tight compartment. Then the responsible man in the moment of danger and in the exercise of his judgment could close all the doors of these water-tight bulkheads by whatever clever contrivance has been invented for the purpose, without a qualm at the awful thought that he may be shutting up some of his fellow creatures in a death-trap; that he may be sacrificing the lives of men who, down there, are sticking to the posts of duty as the engine-room staffs of the Merchant Service have never failed to do. I know very well that the engineers of a ship in a moment of emergency are not quaking for their lives, but, as far as I have known them, attend calmly to their duty. We all must die; but, hang it all, a man ought to be given a chance, if not for his life, then at least to die decently. It's bad enough to have to stick down there when something disastrous is going on and any moment may be your last; but to be drowned shut up under deck is too bad. Some men of the Titanic died like that, it is to be feared. Compartmented, so to speak. Just think what it means! Nothing can approach the horror of that fate except being buried alive in a cave, or in a mine, or in your family vault.

So, once more: continuous bulkheads—a clear way of escape to the deck out of each water-tight compartment. Nothing less. And if specialists, the precious specialists of the sort that builds "unsinkable ships," tell you that it cannot be done, don't you believe them. It can be done, and they are quite clever enough to do it too. The objections they will raise, however disguised in the solemn mystery of technical phrases, will not be technical, but commercial. I assure you that there is not much mystery about a ship of that sort. She is a tank. She is a tank ribbed, joisted, stayed, but she is no greater mystery than a tank. The Titanic was a tank eight hundred feet long, fitted as an hotel, with corridors, bed-rooms, halls, and so on (not a very mysterious arrangement truly), and for the hazards of her existence I should think about as strong as a Huntley and Palmer biscuit-tin. I make this comparison because Huntley and Palmer biscuit-tins, being almost a national institution, are probably known to all my readers. Well, about that strong, and perhaps not quite so strong. Just look at the side of such a tin, and then think of a 50,000 ton ship, and try to imagine what the thickness of her plates should be to approach anywhere the relative solidity of that biscuit-tin. In my varied and adventurous career I have been thrilled by the sight of a Huntley and Palmer biscuit-tin kicked by a mule sky-high, as the saying is. It came back to earth smiling, with only a sort of dimple on one of its cheeks. A proportionately severe blow would have burst the side of the Titanic or any other "triumph of modern naval architecture" like brown paper—I am willing to bet.

I am not saying this by way of disparagement. There is reason in things. You can't make a 50,000 ton ship as strong as a Huntley and Palmer biscuit-tin. But there is also reason in the way one accepts facts, and I refuse to be awed by the size of a tank bigger than any other tank that ever went afloat to its doom. The people responsible for her, though disconcerted in their hearts by the exposure of that disaster, are giving themselves airs of superiority—priests of an Oracle which has failed, but still must remain the Oracle. The assumption is that they are ministers of progress. But the mere increase of size is not progress. If it were, elephantiasis, which causes a man's legs to become as large as tree-trunks, would be a sort of progress, whereas it is nothing but a very ugly disease. Yet directly this very disconcerting catastrophe happened, the servants of the silly Oracle began to cry: "It's no use! You can't resist progress. The big ship has come to stay." Well, let her stay on, then, in God's name! But she isn't a servant of progress in any sense. She is the servant of commercialism. For progress, if dealing with the problems of a material world, has some sort of moral aspect—if only, say, that of conquest, which has its distinct value since man is a conquering animal. But bigness is mere exaggeration. The men responsible for these big ships have been moved by considerations of profit to be made by the questionable means of pandering to an absurd and vulgar demand for banal luxury—the seaside hotel luxury. One even asks oneself whether there was such a demand? It is inconceivable to think that there are people who can't spend five days of their life without a suite of apartments, cafes, bands, and such-like refined delights. I suspect that the public is not so very guilty in this matter. These things were pushed on to it in the usual course of trade competition. If to-morrow you were to take all these luxuries away, the public would still travel. I don't despair of mankind. I believe that if, by some catastrophic miracle all ships of every kind were to disappear off the face of the waters, together with the means of replacing them, there would be found, before the end of the week, men (millionaires, perhaps) cheerfully putting out to sea in bath-tubs for a fresh start. We are all like that. This sort of spirit lives in mankind still uncorrupted by the so-called refinements, the ingenuity of tradesmen, who look always for something new to sell, offers to the public.

Let her stay,—I mean the big ship—since she has come to stay. I only object to the attitude of the people, who, having called her into being and having romanced (to speak politely) about her, assume a detached sort of superiority, goodness only knows why, and raise difficulties in the way of every suggestion—difficulties about boats, about bulkheads, about discipline, about davits, all sorts of difficulties. To most of them the only answer would be: "Where there's a will there's a way"—the most wise of proverbs. But some of these objections are really too stupid for anything. I shall try to give an instance of what I mean.

This Inquiry is admirably conducted. I am not alluding to the lawyers representing "various interests," who are trying to earn their fees by casting all sorts of mean aspersions on the characters of all sorts of people not a bit worse than themselves. It is honest to give value for your wages; and the "bravos" of ancient Venice who kept their stilettos in good order and never failed to deliver the stab bargained for with their employers, considered themselves an honest body of professional men, no doubt. But they don't compel my admiration, whereas the conduct of this Inquiry does. And as it is pretty certain to be attacked, I take this opportunity to deposit here my nickel of appreciation. Well, lately, there came before it witnesses responsible for the designing of the ship. One of them was asked whether it would not be advisable to make each coal-bunker of the ship a water-tight compartment by means of a suitable door.

The answer to such a question should have been, "Certainly," for it is obvious to the simplest intelligence that the more water-tight spaces you provide in a ship (consistently with having her workable) the nearer you approach safety. But instead of admitting the expediency of the suggestion, this witness at once raised an objection as to the possibility of closing tightly the door of a bunker on account of the slope of coal. This with the true expert's attitude of "My dear man, you don't know what you are talking about."

Now would you believe that the objection put forward was absolutely futile? I don't know whether the distinguished President of the Court perceived this. Very likely he did, though I don't suppose he was ever on terms of familiarity with a ship's bunker. But I have. I have been inside; and you may take it that what I say of them is correct. I don't wish to be wearisome to the benevolent reader, but I want to put his finger, so to speak, on the inanity of the objection raised by the expert. A bunker is an enclosed space for holding coals, generally located against the ship's side, and having an opening, a doorway in fact, into the stokehold. Men called trimmers go in there, and by means of implements called slices make the coal run through that opening on to the floor of the stokehold, where it is within reach of the stokers' (firemen's) shovels. This being so, you will easily understand that there is constantly a more or less thick layer of coal generally shaped in a slope lying in that doorway. And the objection of the expert was: that because of this obstruction it would be impossible to close the water-tight door, and therefore that the thing could not be done. And that objection was inane. A water-tight door in a bulkhead may be defined as a metal plate which is made to close a given opening by some mechanical means. And if there were a law of Medes and Persians that a water-tight door should always slide downwards and never otherwise, the objection would be to a great extent valid. But what is there to prevent those doors to be fitted so as to move upwards, or horizontally, or slantwise? In which case they would go through the obstructing layer of coal as easily as a knife goes through butter. Anyone may convince himself of it by experimenting with a light piece of board and a heap of stones anywhere along our roads. Probably the joint of such a door would weep a little—and there is no necessity for its being hermetically tight—but the object of converting bunkers into spaces of safety would be attained. You may take my word for it that this could be done without any great effort of ingenuity. And that is why I have qualified the expert's objection as inane.

Of course, these doors must not be operated from the bridge because of the risk of trapping the coal-trimmers inside the bunker; but on the signal of all other water-tight doors in the ship being closed (as would be done in case of a collision) they too could be closed on the order of the engineer of the watch, who would see to the safety of the trimmers. If the rent in the ship's side were within the bunker itself, that would become manifest enough without any signal, and the rush of water into the stokehold could be cut off directly the doorplate came into its place. Say a minute at the very outside. Naturally, if the blow of a right-angled collision, for instance, were heavy enough to smash through the inner bulkhead of the bunker, why, there would be then nothing to do but for the stokers and trimmers and everybody in there to clear out of the stoke-room. But that does not mean that the precaution of having water-tight doors to the bunkers is useless, superfluous, or impossible. {7}

And talking of stokeholds, firemen, and trimmers, men whose heavy labour has not a single redeeming feature; which is unhealthy, uninspiring, arduous, without the reward of personal pride in it; sheer, hard, brutalising toil, belonging neither to earth nor sea, I greet with joy the advent for marine purposes of the internal combustion engine. The disappearance of the marine boiler will be a real progress, which anybody in sympathy with his kind must welcome. Instead of the unthrifty, unruly, nondescript crowd the boilers require, a crowd of men in the ship but not of her, we shall have comparatively small crews of disciplined, intelligent workers, able to steer the ship, handle anchors, man boats, and at the same time competent to take their place at a bench as fitters and repairers; the resourceful and skilled seamen—mechanics of the future, the legitimate successors of these seamen—sailors of the past, who had their own kind of skill, hardihood, and tradition, and whose last days it has been my lot to share.

One lives and learns and hears very surprising things—things that one hardly knows how to take, whether seriously or jocularly, how to meet—with indignation or with contempt? Things said by solemn experts, by exalted directors, by glorified ticket-sellers, by officials of all sorts. I suppose that one of the uses of such an inquiry is to give such people enough rope to hang themselves with. And I hope that some of them won't neglect to do so. One of them declared two days ago that there was "nothing to learn from the catastrophe of the Titanic." That he had been "giving his best consideration" to certain rules for ten years, and had come to the conclusion that nothing ever happened at sea, and that rules and regulations, boats and sailors, were unnecessary; that what was really wrong with the Titanic was that she carried too many boats.

No; I am not joking. If you don't believe me, pray look back through the reports and you will find it all there. I don't recollect the official's name, but it ought to have been Pooh-Bah. Well, Pooh-Bah said all these things, and when asked whether he really meant it, intimated his readiness to give the subject more of "his best consideration"—for another ten years or so apparently—but he believed, oh yes! he was certain, that had there been fewer boats there would have been more people saved. Really, when reading the report of this admirably conducted inquiry one isn't certain at times whether it is an Admirable Inquiry or a felicitous opera-bouffe of the Gilbertian type—with a rather grim subject, to be sure.

Yes, rather grim—but the comic treatment never fails. My readers will remember that in the number of The English Review for May, 1912, I quoted the old case of the Arizona, and went on from that to prophesy the coming of a new seamanship (in a spirit of irony far removed from fun) at the call of the sublime builders of unsinkable ships. I thought that, as a small boy of my acquaintance says, I was "doing a sarcasm," and regarded it as a rather wild sort of sarcasm at that. Well, I am blessed (excuse the vulgarism) if a witness has not turned up who seems to have been inspired by the same thought, and evidently longs in his heart for the advent of the new seamanship. He is an expert, of course, and I rather believe he's the same gentleman who did not see his way to fit water-tight doors to bunkers. With ludicrous earnestness he assured the Commission of his intense belief that had only the Titanic struck end-on she would have come into port all right. And in the whole tone of his insistent statement there was suggested the regret that the officer in charge (who is dead now, and mercifully outside the comic scope of this inquiry) was so ill-advised as to try to pass clear of the ice. Thus my sarcastic prophecy, that such a suggestion was sure to turn up, receives an unexpected fulfilment. You will see yet that in deference to the demands of "progress" the theory of the new seamanship will become established: "Whatever you see in front of you—ram it fair. . ." The new seamanship! Looks simple, doesn't it? But it will be a very exact art indeed. The proper handling of an unsinkable ship, you see, will demand that she should be made to hit the iceberg very accurately with her nose, because should you perchance scrape the bluff of the bow instead, she may, without ceasing to be as unsinkable as before, find her way to the bottom. I congratulate the future Transatlantic passengers on the new and vigorous sensations in store for them. They shall go bounding across from iceberg to iceberg at twenty-five knots with precision and safety, and a "cheerful bumpy sound"—as the immortal poem has it. It will be a teeth-loosening, exhilarating experience. The decorations will be Louis-Quinze, of course, and the cafe shall remain open all night. But what about the priceless Sevres porcelain and the Venetian glass provided for the service of Transatlantic passengers? Well, I am afraid all that will have to be replaced by silver goblets and plates. Nasty, common, cheap silver. But those who will go to sea must be prepared to put up with a certain amount of hardship.

And there shall be no boats. Why should there be no boats? Because Pooh- Bah has said that the fewer the boats, the more people can be saved; and therefore with no boats at all, no one need be lost. But even if there was a flaw in this argument, pray look at the other advantages the absence of boats gives you. There can't be the annoyance of having to go into them in the middle of the night, and the unpleasantness, after saving your life by the skin of your teeth, of being hauled over the coals by irreproachable members of the Bar with hints that you are no better than a cowardly scoundrel and your wife a heartless monster. Less Boats. No boats! Great should be the gratitude of passage-selling Combines to Pooh-Bah; and they ought to cherish his memory when he dies. But no fear of that. His kind never dies. All you have to do, O Combine, is to knock at the door of the Marine Department, look in, and beckon to the first man you see. That will be he, very much at your service—prepared to affirm after "ten years of my best consideration" and a bundle of statistics in hand, that: "There's no lesson to be learned, and that there is nothing to be done!"

On an earlier day there was another witness before the Court of Inquiry. A mighty official of the White Star Line. The impression of his testimony which the Report gave is of an almost scornful impatience with all this fuss and pother. Boats! Of course we have crowded our decks with them in answer to this ignorant clamour. Mere lumber! How can we handle so many boats with our davits? Your people don't know the conditions of the problem. We have given these matters our best consideration, and we have done what we thought reasonable. We have done more than our duty. We are wise, and good, and impeccable. And whoever says otherwise is either ignorant or wicked.

This is the gist of these scornful answers which disclose the psychology of commercial undertakings. It is the same psychology which fifty or so years ago, before Samuel Plimsoll uplifted his voice, sent overloaded ships to sea. "Why shouldn't we cram in as much cargo as our ships will hold? Look how few, how very few of them get lost, after all."

Men don't change. Not very much. And the only answer to be given to this manager who came out, impatient and indignant, from behind the plate- glass windows of his shop to be discovered by this inquiry, and to tell us that he, they, the whole three million (or thirty million, for all I know) capital Organisation for selling passages has considered the problem of boats—the only answer to give him is: that this is not a problem of boats at all. It is the problem of decent behaviour. If you can't carry or handle so many boats, then don't cram quite so many people on board. It is as simple as that—this problem of right feeling and right conduct, the real nature of which seems beyond the comprehension of ticket-providers. Don't sell so many tickets, my virtuous dignitary. After all, men and women (unless considered from a purely commercial point of view) are not exactly the cattle of the Western-ocean trade, that used some twenty years ago to be thrown overboard on an emergency and left to swim round and round before they sank. If you can't get more boats, then sell less tickets. Don't drown so many people on the finest, calmest night that was ever known in the North Atlantic—even if you have provided them with a little music to get drowned by. Sell less tickets! That's the solution of the problem, your Mercantile Highness.

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 suppose. 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 OCEAN LINERS {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 ship-building, 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!

I appeal confidently to all the seamen in the still United Kingdom, from his Majesty the King (who has been really at sea) to the youngest intelligent A.B. in any ship that will dock next tide in the ports of this realm, whether there was not a chance there. I have followed the sea for more than twenty years; I have seen collisions; I have been involved in a collision myself; and I do believe that in the case under consideration this little thing would have made all that enormous difference—the difference between considerable damage and an appalling disaster.

Many letters have been written to the Press on the subject of collisions. I have seen some. They contain many suggestions, valuable and otherwise; but there is only one which hits the nail on the head. It is a letter to the Times from a retired Captain of the Royal Navy. It is printed in small type, but it deserved to be printed in letters of gold and crimson. The writer suggests that all steamers should be obliged by law to carry hung over their stern what we at sea call a "pudding."

This solution of the problem is as wonderful in its simplicity as the celebrated trick of Columbus's egg, and infinitely more useful to mankind. A "pudding" is a thing something like a bolster of stout rope- net stuffed with old junk, but thicker in the middle than at the ends. It can be seen on almost every tug working in our docks. It is, in fact, a fixed rope-fender always in a position where presumably it would do most good. Had the Storstad carried such a "pudding" proportionate to her size (say, two feet diameter in the thickest part) across her stern, and hung above the level of her hawse-pipes, there would have been an accident certainly, and some repair-work for the nearest ship-yard, but there would have been no loss of life to deplore.

It seems almost too simple to be true, but I assure you that the statement is as true as anything can be. We shall see whether the lesson will be taken to heart. We shall see. There is a Commission of learned men sitting to consider the subject of saving life at sea. They are discussing bulkheads, boats, davits, manning, navigation, but I am willing to bet that not one of them has thought of the humble "pudding." They can make what rules they like. We shall see if, with that disaster calling aloud to them, they will make the rule that every steamship should carry a permanent fender across her stern, from two to four feet in diameter in its thickest part in proportion to the size of the ship. But perhaps they may think the thing too rough and unsightly for this scientific and aesthetic age. It certainly won't look very pretty but I make bold to say it will save more lives at sea than any amount of the Marconi installations which are being forced on the shipowners on that very ground—the safety of lives at sea.

We shall see!

* * * * *

To the Editor of the Daily Express.

SIR,

As I fully expected, this morning's post brought me not a few letters on the subject of that article of mine in the Illustrated London News. And they are very much what I expected them to be.

I shall address my reply to Captain Littlehales, since obviously he can speak with authority, and speaks in his own name, not under a pseudonym. And also for the reason that it is no use talking to men who tell you to shut your head for a confounded fool. They are not likely to listen to you.

But if there be in Liverpool anybody not too angry to listen, I want to assure him or them that my exclamatory line, "Was there no one on board either of these ships to think of dropping a fender—etc.," was not uttered in the spirit of blame for anyone. I would not dream of blaming a seaman for doing or omitting to do anything a person sitting in a perfectly safe and unsinkable study may think of. All my sympathy goes to the two captains; much the greater share of it to Captain Kendall, who has lost his ship and whose load of responsibility was so much heavier! I may not know a great deal, but I know how anxious and perplexing are those nearly end-on approaches, so infinitely more trying to the men in charge than a frank right-angle crossing.

I may begin by reminding Captain Littlehales that I, as well as himself, have had to form my opinion, or rather my vision, of the accident, from printed statements, of which many must have been loose and inexact and none could have been minutely circumstantial. I have read the reports of the Times and the Daily Telegraph, and no others. What stands in the columns of these papers is responsible for my conclusion—or perhaps for the state of my feelings when I wrote the Illustrated London News article.

From these sober and unsensational reports, I derived the impression that this collision was a collision of the slowest sort. I take it, of course, that both the men in charge speak the strictest truth as to preliminary facts. We know that the Empress of Ireland was for a time lying motionless. And if the captain of the Storstad stopped his engines directly the fog came on (as he says he did), then taking into account the adverse current of the river, the Storstad, by the time the two ships sighted each other again, must have been barely moving over the ground. The "over the ground" speed is the only one that matters in this discussion. In fact, I represented her to myself as just creeping on ahead—no more. This, I contend, is an imaginative view (and we can form no other) not utterly absurd for a seaman to adopt.

So much for the imaginative view of the sad occurrence which caused me to speak of the fender, and be chided for it in unmeasured terms. Not by Captain Littlehales, however, and I wish to reply to what he says with all possible deference. His illustration borrowed from boxing is very apt, and in a certain sense makes for my contention. Yes. A blow delivered with a boxing-glove will draw blood or knock a man out; but it would not crush in his nose flat or break his jaw for him—at least, not always. And this is exactly my point.

Twice in my sea life I have had occasion to be impressed by the preserving effect of a fender. Once I was myself the man who dropped it over. Not because I was so very clever or smart, but simply because I happened to be at hand. And I agree with Captain Littlehales that to see a steamer's stern coming at you at the rate of only two knots is a staggering experience. The thing seems to have power enough behind it to cut half through the terrestrial globe.

And perhaps Captain Littlehales is right? It may be that I am mistaken in my appreciation of circumstances and possibilities in this case—or in any such case. Perhaps what was really wanted there was an extraordinary man and an extraordinary fender. I care nothing if possibly my deep feeling has betrayed me into something which some people call absurdity.

Absurd was the word applied to the proposal for carrying "enough boats for all" on board the big liners. And my absurdity can affect no lives, break no bones—need make no one angry. Why should I care, then, as long as out of the discussion of my absurdity there will emerge the acceptance of the suggestion of Captain F. Papillon, R.N., for the universal and compulsory fitting of very heavy collision fenders on the stems of all mechanically propelled ships?

An extraordinary man we cannot always get from heaven on order, but an extraordinary fender that will do its work is well within the power of a committee of old boatswains to plan out, make, and place in position. I beg to ask, not in a provocative spirit, but simply as to a matter of fact which he is better qualified to judge than I am—Will Captain Littlehales affirm that if the Storstad had carried, slung securely across the stem, even nothing thicker than a single bale of wool (an ordinary, hand-pressed, Australian wool-bale), it would have made no difference?

If scientific men can invent an air cushion, a gas cushion, or even an electricity cushion (with wires or without), to fit neatly round the stems and bows of ships, then let them go to work, in God's name and produce another "marvel of science" without loss of time. For something like this has long been due—too long for the credit of that part of mankind which is not absurd, and in which I include, among others, such people as marine underwriters, for instance.

Meanwhile, turning to materials I am familiar with, I would put my trust in canvas, lots of big rope, and in large, very large quantities of old junk.

It sounds awfully primitive, but if it will mitigate the mischief in only fifty per cent. of cases, is it not well worth trying? Most collisions occur at slow speeds, and it ought to be remembered that in case of a big liner's loss, involving many lives, she is generally sunk by a ship much smaller than herself.

JOSEPH CONRAD.



A FRIENDLY PLACE

Eighteen years have passed since I last set foot in the London Sailors' Home. I was not staying there then; I had gone in to try to find a man I wanted to see. He was one of those able seamen who, in a watch, are a perfect blessing to a young officer. I could perhaps remember here and there among the shadows of my sea-life a more daring man, or a more agile man, or a man more expert in some special branch of his calling—such as wire splicing, for instance; but for all-round competence, he was unequalled. As character he was sterling stuff. His name was Anderson. He had a fine, quiet face, kindly eyes, and a voice which matched that something attractive in the whole man. Though he looked yet in the prime of life, shoulders, chest, limbs untouched by decay, and though his hair and moustache were only iron-grey, he was on board ship generally called Old Andy by his fellows. He accepted the name with some complacency.

I made my enquiry at the highly-glazed entry office. The clerk on duty opened an enormous ledger, and after running his finger down a page, informed me that Anderson had gone to sea a week before, in a ship bound round the Horn. Then, smiling at me, he added: "Old Andy. We know him well, here. What a nice fellow!"

I, who knew what a "good man," in a sailor sense, he was, assented without reserve. Heaven only knows when, if ever, he came back from that voyage, to the Sailors' Home of which he was a faithful client.

I went out glad to know he was safely at sea, but sorry not to have seen him; though, indeed, if I had, we would not have exchanged more than a score of words, perhaps. He was not a talkative man, Old Andy, whose affectionate ship-name clung to him even in that Sailors' Home, where the staff understood and liked the sailors (those men without a home) and did its duty by them with an unobtrusive tact, with a patient and humorous sense of their idiosyncrasies, to which I hasten to testify now, when the very existence of that institution is menaced after so many years of most useful work.

Walking away from it on that day eighteen years ago, I was far from thinking it was for the last time. Great changes have come since, over land and sea; and if I were to seek somebody who knew Old Andy it would be (of all people in the world) Mr. John Galsworthy. For Mr. John Galsworthy, Andy, and myself have been shipmates together in our different stations, for some forty days in the Indian Ocean in the early nineties. And, but for us two, Old Andy's very memory would be gone from this changing earth.

Yes, things have changed—the very sky, the atmosphere, the light of judgment which falls on the labours of men, either splendid or obscure. Having been asked to say a word to the public on behalf of the Sailors' Home, I felt immensely flattered—and troubled. Flattered to have been thought of in that connection; troubled to find myself in touch again with that past so deeply rooted in my heart. And the illusion of nearness is so great while I trace these lines that I feel as if I were speaking in the name of that worthy Sailor-Shade of Old Andy, whose faithfully hard life seems to my vision a thing of yesterday.

* * * * *

But though the past keeps firm hold on one, yet one feels with the same warmth that the men and the institutions of to-day have their merit and their claims. Others will know how to set forth before the public the merit of the Sailors' Home in the eloquent terms of hard facts and some few figures. For myself, I can only bring a personal note, give a glimpse of the human side of the good work for sailors ashore, carried on through so many decades with a perfect understanding of the end in view. I have been in touch with the Sailors' Home for sixteen years of my life, off and on; I have seen the changes in the staff and I have observed the subtle alterations in the physiognomy of that stream of sailors passing through it, in from the sea and out again to sea, between the years 1878 and 1894. I have listened to the talk on the decks of ships in all latitudes, when its name would turn up frequently, and if I had to characterise its good work in one sentence, I would say that, for seamen, the Well Street Home was a friendly place.

It was essentially just that; quietly, unobtrusively, with a regard for the independence of the men who sought its shelter ashore, and with no ulterior aims behind that effective friendliness. No small merit this. And its claim on the generosity of the public is derived from a long record of valuable public service. Since we are all agreed that the men of the merchant service are a national asset worthy of care and sympathy, the public could express this sympathy no better than by enabling the Sailors' Home, so useful in the past, to continue its friendly offices to the seamen of future generations.



Footnotes

{1} Yvette and Other Stories. Translated by Ada Galsworthy.

{2} Turgenev: A Study. By Edward Garnett.

{3} Studies in Brown Humanity. By Hugh Clifford.

{4} Quiet Days in Spain. By C. Bogue Luffmann.

{5} Existence after Death Implied by Science. By Jasper B. Hunt, M.A.

{6} The Ascending Effort. By George Bourne.

{7} Since writing the above, I am told that such doors are fitted in the bunkers of more than one ship in the Atlantic trade.

{8} The loss of the Empress of Ireland.

THE END