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 æsthetic 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 im
aginative 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.
LAST ESSAYS
Conrad’s study, Museum of Canterbury
CONTENTS
INTRODUCTION
GEOGRAPHY AND SOME EXPLORERS
THE TORRENS: A PERSONAL TRIBUTE
CHRISTMAS DAY AT SEA
OCEAN TRAVEL
OUTSIDE LITERATURE
LEGENDS
THE UNLIGHTED COAST
THE DOVER PATROL
MEMORANDUM ON THE SCHEME FOR FITTING OUT A SAILING SHIP FOR THE PURPOSE OF PERFECTING THE TRAINING OF MERCHANT SERVICES OFFICERS BELONGING TO THE PORT OF LIVERPOOL
THE LOSS OF THE DALGONAR
TRAVEL
STEPHEN CRANE
HIS WAR BOOK
JOHN GALSWORTHY
A GLANCE AT TWO BOOKS
PREFACE
COOKERY
THE FUTURE OF CONSTANTINOPLE
THE CONGO DIARY
INTRODUCTION
Most of the contents of this volume were written subsequent to the publication of “Notes on Life and Letters” in 1921 and these two books together may be said to contain practically all Conrad’s miscellaneous writings. There are, it is true, a few short prefaces and some interesting letters to newspapers which might have been included here, but they are of no particular importance, and twenty separate pieces gathered between these covers are indeed the last essays of Joseph Conrad. But there remains a chance that some of his early essays and reviews may still rest undiscovered in the files of old newspapers and weeklies. Conrad had a very uncertain memory for his own work, and I recall that when the material for “Notes on Life and Letters” was being collected, he was frequently quite vague as to what he had written and where it had appeared. In proof of this, it may be mentioned that the essay entitled “John Galsworthy” in this volume was omitted from the previous one only through Conrad’s forgetfulness of its existence. Therefore, as I say, discoveries may yet be made.
In the latter years of his life Conrad occasionally found relief from the toil and exhaustion of more creative work in writing of reminiscent essays, and some of these rank, decidedly, among his finest efforts in this direction. “Last Essays” is just as remarkable a book as “Notes on Life and Letters”; it contains passages of extraordinary charm, serenity, and eloquence. And particular care has been taken to avoid any respect of absolute completeness, as though a dead author’s desk had been ransacked for every fragment: all the articles included in this volume have been included for very definite reasons. Nothing has been printed merely for the purpose of adding to the bulk.
Complete Works of Joseph Conrad (Illustrated) Page 693