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!
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. Ihave 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.
