In 1863 I was an officer on board of a large ship called theSaldanha, which was chartered to carry sheep from Victoria to New Zealand. At Geelong we took 6000sheep on board consigned to Port Chalmers. By way of parenthesis I may mention, what may read rather curious now-a-days, that we had ten shillings per head freight alone for every sheep we landed alive. On the passage down we lost 1000 of them; some died, but the major portion were killed by being trodden to death during the heavy lurches of the ship to leeward. We cast them overboard every day in such quantities that it would have been almost possible by means of the carcases to have tracked our ship’s way from Port Phillip to Port Chalmers! After discharging our living freight at the latter port, we sailed again for Melbourne in order to bring down another hatch, but, unfortunately, through the ship being “flying light”—she was like a balloon on the water—we got caught in a heavy squall and were driven ashore, in spite of letting go both anchors, on a sandy beach near the entrance to Port Chalmers Heads. By means of our boats we all landed safely and lived amongst Maoris for a few days until three steamers came to our assistance. By means of our united efforts, aided by a high spring tide, we got the ship off the beach and towed her back to Port Chalmers, where, with all due solemnity, an examination was held by Lloyd’s surveyors, and also by the insurance agents. The result of these, and other numerous surveys, was that theSaldanhawas condemned as unsea-worthy, and sold by the insurance agents for a few hundred pounds to a company who desired to make a coal hulk of her. Accordingly she was “stripped to a gantlin” and used for such purpose.And now for the sequel: Within eighteen months after the purchase, this ship—notwithstanding her condemnation by certificates—under the name of theRetrieverwas sent to Melbourne and put upon the patent slip at Williamstown for examination. After being on the slip for twenty-four hours, the first real examination, for there was neither dock or slip in those days at Port Chalmers, the ship was found all correct, certified accordingly and taken across to Sandridge Railway Pier, where she loaded a first class cargo of wool, hides,tallow, etc., consigned to the United Kingdom. For aught I know to the contrary, theRetriever, lateSaldanha, is afloat doing duty yet!The second instance occurred in 1871, when the S. S.Queen of the Thameswas in Melbourne on her first and only voyage. She belonged to the then well-known firm of Davitt and Moore, and arrived here safe after what was, at that time, considered a remarkably quick passage of fifty-two days from London. Just a few days prior to theQueen of the Thamesleaving here for England, attention was drawn to the fact that she had no “long boat,” and it was suggested that she should be compelled to carry one in the interest of sea-worthiness. Her commander, Captain McDonald, became quite indignant at the idea of “colonials” daring to interfere with the equipments of his ship. In those days there was no Marine Board composed of shipowners, but there were other means of looking after the interests of “those who go down to the sea in ships,” and consequently the captain was informed that unless he obtained the requisite boat, his ship would not be allowed to clear at the customs.
In 1863 I was an officer on board of a large ship called theSaldanha, which was chartered to carry sheep from Victoria to New Zealand. At Geelong we took 6000sheep on board consigned to Port Chalmers. By way of parenthesis I may mention, what may read rather curious now-a-days, that we had ten shillings per head freight alone for every sheep we landed alive. On the passage down we lost 1000 of them; some died, but the major portion were killed by being trodden to death during the heavy lurches of the ship to leeward. We cast them overboard every day in such quantities that it would have been almost possible by means of the carcases to have tracked our ship’s way from Port Phillip to Port Chalmers! After discharging our living freight at the latter port, we sailed again for Melbourne in order to bring down another hatch, but, unfortunately, through the ship being “flying light”—she was like a balloon on the water—we got caught in a heavy squall and were driven ashore, in spite of letting go both anchors, on a sandy beach near the entrance to Port Chalmers Heads. By means of our boats we all landed safely and lived amongst Maoris for a few days until three steamers came to our assistance. By means of our united efforts, aided by a high spring tide, we got the ship off the beach and towed her back to Port Chalmers, where, with all due solemnity, an examination was held by Lloyd’s surveyors, and also by the insurance agents. The result of these, and other numerous surveys, was that theSaldanhawas condemned as unsea-worthy, and sold by the insurance agents for a few hundred pounds to a company who desired to make a coal hulk of her. Accordingly she was “stripped to a gantlin” and used for such purpose.
And now for the sequel: Within eighteen months after the purchase, this ship—notwithstanding her condemnation by certificates—under the name of theRetrieverwas sent to Melbourne and put upon the patent slip at Williamstown for examination. After being on the slip for twenty-four hours, the first real examination, for there was neither dock or slip in those days at Port Chalmers, the ship was found all correct, certified accordingly and taken across to Sandridge Railway Pier, where she loaded a first class cargo of wool, hides,tallow, etc., consigned to the United Kingdom. For aught I know to the contrary, theRetriever, lateSaldanha, is afloat doing duty yet!
The second instance occurred in 1871, when the S. S.Queen of the Thameswas in Melbourne on her first and only voyage. She belonged to the then well-known firm of Davitt and Moore, and arrived here safe after what was, at that time, considered a remarkably quick passage of fifty-two days from London. Just a few days prior to theQueen of the Thamesleaving here for England, attention was drawn to the fact that she had no “long boat,” and it was suggested that she should be compelled to carry one in the interest of sea-worthiness. Her commander, Captain McDonald, became quite indignant at the idea of “colonials” daring to interfere with the equipments of his ship. In those days there was no Marine Board composed of shipowners, but there were other means of looking after the interests of “those who go down to the sea in ships,” and consequently the captain was informed that unless he obtained the requisite boat, his ship would not be allowed to clear at the customs.
The following are extracts from a bitter letter of Captain McDonald’s which appeared in theArgusnewspaper of February 20, 1871:—
“TheQueen of the Thamesand everything about her was planned and built with a special view to the Australian passenger and mail service, and the best skill and experience procurable in Great Britain were enlisted in her service.... Although the Board of Trade, Lloyds, the Emigration Commissioners of Great Britain, etc., passed theQueenwith her life boats, and though she and they were highly complimented by all the authorities at home, stillyourMr. Gossett is not satisfied with these arrangements. He has discovered the dreadful truth that she has no long boat, and he threatens that he will not allow her to leave the port until she is provided with one.... It seems hard that a non-professional Victorian official should have thepower to dictate changes in the vessel’s arrangements, and enforce these changes under such a heavy penalty as the detention of the ship would imply.”
“TheQueen of the Thamesand everything about her was planned and built with a special view to the Australian passenger and mail service, and the best skill and experience procurable in Great Britain were enlisted in her service.... Although the Board of Trade, Lloyds, the Emigration Commissioners of Great Britain, etc., passed theQueenwith her life boats, and though she and they were highly complimented by all the authorities at home, stillyourMr. Gossett is not satisfied with these arrangements. He has discovered the dreadful truth that she has no long boat, and he threatens that he will not allow her to leave the port until she is provided with one.... It seems hard that a non-professional Victorian official should have thepower to dictate changes in the vessel’s arrangements, and enforce these changes under such a heavy penalty as the detention of the ship would imply.”
Mr. Gossett was, however, inexorable, although the captain pleaded that he was nearly ready for sea, and there was not time to get a boat built. At length the difficulty was got over by theQueen of the Thamesgetting theLady Jocelyn’slong boat and the latter ship giving an order for a new one in its place. As may be imagined Captain McDonald, in anything but a good humour, quickly sailed for London. On the way there the ship got wrecked close to the Cape of Good Hope, and that very boat which the captain had so reluctantly taken with him was the principal means of saving all hands from a watery grave! I may just add that theQueen of the Thameswas classedAA Iat Lloyd’s, a much higher class than that of theAlert, and yet Mr. Gossett, I am glad to say, refused to recognise the certificate—although undoubtedly a high one—and had the courage to carry out what he believed to be a measure for the safety of all concerned.
During the progress of the arguments in the Kilpatrick v. Huddart, Parker and Co. appeal case, Mr. Justice Hood, in commenting on the rig of theAlert, said: “No doubt had there been another mast in the ship persons would have come forward and said that was the cause of the disaster.” While Chief Justice Madden, on the same subject, was of opinion that “the first thing a captain would do, if there was a second mast with a sail up, would probably be to strip it off like a shot.” With regard to both of these opinions, although I feel constrained to comment at length on them, I must, for the sake of brevity, content myself with the remark that the dictum or logic they contain “may do for the marines, but certainly won’t do for sailors.”
Furthermore, the Chief Justice said, “I think the man would be a wicked one who, knowing the unsea-worthy condition of a vessel, did not report it to the proper authorities.” Now, while all right-mindedpeople will heartily agree regarding the healthy sentiment contained in the foregoing sentence, nevertheless it is well known that a good deal depends upon circumstances. There are positions wherein men can report defects in anything, and get praise—as they should—for so doing, and there are also positions wherein men, on shore, if they drew attention to defects, would be instantly “sacked” from their employment, and, if on board ship, would in all probability be sent to jail as wicked designing men! I will try to give an instance in point: About three weeks after the jury brought in a verdict in favour of Mrs. Kilpatrick, I interviewed a seaman on board of a steamer then lying in the Yarra at the Australian wharf. He made a statement which I took down in writing, and after reading same over to him, he, in my presence, declared it was true in every particular. Here it is, “I solemnly and sincerely declare that my name is ——.[2]I am an able seaman, and came out to Melbourne as such in the barqueAlert. She was a long, narrow, and shallow vessel, built for a river steamer, but we brought her out under sail only. Her machinery was in position but her funnels were not; they were stowed below. In the first instance she sailed for Melbourne from Greenock, and after being a week at sea the crew refused to go any further in her. They all went aft and desired the captain to put the ship into the nearest port. Accordingly theAlertwas taken in to St. Tudwell Roads, Cardigan Bay, Wales, where the crew were taken ashore, tried for refusing duty, and sent to jail for six weeks. At the earnest request of the men a surveyor was sent to examine the ship. He stated that the men had a just cause of complaint, and he pronounced theAlertto be unsea-worthy. The magistrates, on learning this, at once made an order releasing the men from confinement. A new crew was shipped, of whom I was one; but, owing to the name the vessel had got, and the extra risk to run,we demanded, and got, £3 15s. per month, the then highest wages out of the port for coasters. During a period of three weeks, fifteen attempts were made to get theAlertout of the Bay, and fifteen times she had to go back to her anchorage. The reason we could not get outside was because the wind was not fair and the ship would not stay. There was no room to wear her round, so there was nothing for it but go back. At last a slant was got, and we sailed for Melbourne. Prior to leaving St. Tudwell Roads the authorities on shore told us that although we had signed articles we need not go in the ship unless we liked, and Captain Webb, to encourage us, said he was going out himself as a passenger in her to Melbourne. At the last moment he changed his mind and did not come with us. Captain Munn was in command, and theAlertcarried eight hands all told. She was very crank, or tender, and every night at sundown, fine or foul, the top-gallant sails were taken in and stowed. At no time during the passage out would the vessel stay. When we wanted to put her on the other tack we had always to wear her round. She was loaded with ballast and trimmed on a fairly even keel. The decks were never dry except during calms. Frequently a lot of water got into the saloon, and was got out by all hands bailing with buckets. In one breeze we had she shipped a sea which smashed in the skylight and carried away the wheel and binnacle. We were about five months coming out, and ran short of provisions on the way. I do not remember a window in front of the poop. If there was one it must have been covered over, for I never saw it or heard of it at any time. We never expected to reach Melbourne in her. She was a dangerous vessel, and not fit, in a breeze with a seaway, to either stay, wear, or run. I would not ship in her again under any circumstances. When in Queensland I read in the newspapers some account of the trial, and was sorry that I was not in Melbourne to give evidence as to what I knew of theAlert. And I make this solemn declaration, conscientiously believing the same to be true, and by virtue ofthe provisions of an Act of the Parliament of Victoria rendering persons making a false declaration punishable for wilful and corrupt perjury.” (Signed)
Declared at Melbourne this 19th day of March, 1895, before me, J. A. Reid, J.P.
The following comments on the decision of the Full Court appeared in the SydneyBulletin, published June 1, 1895:—
“The Victorian Full Court lately granted a new trial in theAlertcase, with costs against the unfortunate woman who won a verdict some few months ago. TheAlertfoundered in a gale off Port Phillip Heads, and all hands, save one, were drowned. Mrs. Kilpatrick, widow of the second engineer, sued Huddart, Parker and Co., for damages, alleging that they had not taken every reasonable means to ensure the sea-worthiness of their vessel, her complaint being bracketed, so to speak, with a suggestion that the saidAlert, having little margin of sea-worthiness to spare, stood always in need of special precautions against accident. The case was tried by Judge Williams and a jury of six, and Mrs. Kilpatrick was awarded £600 damages. Judge Williams explained his view of the law concerning shipowners’ responsibility, and analysed the evidence, and did his best, no doubt, to procure a fair, honest expression of intelligent opinion from the jurymen. Messrs. Huddart, Parker and Co. availed themselves of the Law of Appeal—which is the birthright of capital, and will remain its birthright until the people arise and kick. The Full Court set aside the verdict of Justice Williams’ jury. Widow Kilpatrick asked for justice, and thought she had got it in the form of £600 damages. Hadshelost the case, she didn’t possess the money-power to appeal—but this is, in legal eyes, an irrelevant detail. The Full Court finds that the outcome of a long trial was not justice, nor law, nor anything except costs. Justice Madden and his two colleagues ruled that “the jury had never considered the case in its true legal aspect.” Nobody knows the law, says the lawyers, nevertheless the true aspect of the thing they can’tswear to is easily recognised. This by the way. Perhaps the jurymen who gave damages to the engineer’s widow were all wrong, according to the Act. If so, Judge Williams, their adviser, should have told them that no vessel certificated by the Marine Board, and floating comfortably on the water, can be called unsea-worthy. The lack of proper fastenings to a pantry window may be of grave consequence when the vessel gets on her beam ends, “but this defect would not be obviously dangerous,” in the ordinary way, and sea-worthiness is estimated in quite an ordinary way, says the Full Court. Judge Williams, by this showing, should have directed the jury to find for the defendant, but the Full Court made no reference to him. Common-sense asks why Justice Williams allowed an obviously absurd verdict to pass. And if he couldn’t squelch it on the spot, why couldn’t he, seeing that one judge is, or ought to be, as good as the rest of them? And if it wasn’t absurd—but the list of questions that suggest themselves is appalling. The answer is costs. An appeal to a higher court is an accusation of injustice, or ignorance, or dense stupidity against the lower court. The setting aside of a jury’s verdict, on the ground that they “never considered the case in its true legal aspect” is an assertion that the judge didn’t present it to them in a proper way. When the world troubles to consider the legal aspect of these appeals, it will suddenly observe that the law invites contempt, purely for the sake of costs.”
I have a strong impression that our new Governor, Lord Brassey, when he arrives and gets fairly into his new position, will be found to be the right man in the right place. His Excellency is both a lawyer and a seaman in his own person. He was educated at Oxford, and took his M. A. degree there. In 1864 he was called to the bar, but he never had any inclination to follow it up, for his natural bent was toward the sea and shipping. He passed for, and holds, a Master-mariner’s certificate. From 1880 to 1884 he was a Lord of the Admiralty, and during the ensuing year filledthe more important post of Secretary to the Board. He was created a Peer in 1886, and since then has served as a very useful member of the “Commission on unsea-worthy ships.”
In order to show that Lord Brassey is not what seamen term “a fresh water sailor,” it may be mentioned that from 1854 to 1893, inclusive, he has sailed upwards of 228,680 knots, a distance which would girth our entire globe nearly ten times! During the above period he has, in his own vessels, been to Australia, Africa, Borneo, Canada, India (east and west), Norway, Russia, Straits Settlements, United States of America, etc., etc. In short, his Lordship has been—in the homely language of the “Geordie” sailor when asked how much he had travelled—“to Rooshayah, Prooshayah, Memel, and Shields, the fower quarters o’ the globe ye noodle.” Having had such a remarkable experience of sea and ships, it may be taken for granted that Captain Lord Brassey is a pretty good judge of what constitutes safety—so far as human knowledge can go—with regard to the shape and rig of a vessel. He is very wealthy, and, if he desired, could have his steam yacht full powered enough to be driven thirty knots an hour, but his is not a policy of “speed and smash,” it is one of “sense and security.” Hence theSunbeam, in case of a breakdown of her machinery, carries sail amounting to 9200 square yards of canvas. Under steam alone she averages about ten knots an hour, but with a spanking breeze, and all sail set, fifteen knots per hour are easily got out of her.
THE S.S. SUNBEAM UNDER FULL SAIL.
THE S.S. SUNBEAM UNDER FULL SAIL.
THE S.S. SUNBEAM UNDER FULL SAIL.
In a large port like Melbourne where important shipping cases are often before the law courts, it is certainly a serious drawback that there are so few lawyers who are possessed of nautical experience. Of course many of our Victorian legal luminaries have been out on yachting excursions, and perhaps now and then got wet bothoutsideandinside, but this kind of experience, like the “little learning,” is really worse, and therefore more “dangerous” than if they knew nothing at all! Whenever I hear, or read of, one of these would be“sea-lawyers” floundering through a shipping case, I am always reminded of the story told of the seaman who was a witness in an assault case. When Jack entered the witness-box, he was asked by one or the lawyers whether he (Jack) appeared for the plaintiff or the defendant. Jack replied that he did not understand the terms, and therefore did not know whose side he was on. To this the lawyer sarcastically remarked: “A pretty kind of a witness you are not to know whether you are for the plaintiff or defendant.” As the case proceeded Jack detailed that the scrimmage took place just “abaft the binnacle.” “Where is that?” asked the lawyer, sharply. “Don’t you know where it is?” queried Jack. “I do not,” replied the limb of the law. With a broad grin on his face Jack interjected, “A pretty kind of a lawyer you are not to know where abaft the binnacle is!”
The new trial, which had been ordered by the Full Court, commenced on Wednesday, Oct. 23, 1895, before Mr. Justice Hodges and a fresh jury of six. Mr. W. Williams and Mr. Meagher, instructed by Messrs. Ebsworth and Wilson[3], appeared for the plaintiff (Mrs. Kilpatrick), and Mr. Coldham with Mr. Schutt, instructed by Messrs. Malleson, England, and Stewart, appeared for the defendant company. On both sides fewer witnesses were examined than on the first trial, and the evidence, so far as it went, was almost a repetition of that given in the previous case with the exception that the position of the cargo was more fully dealt with. At the close of the evidence on the fifth day of the trial, both Mr. Coldham and Mr. Williams delivered very able addresses to the jury. His Honour, Mr. Justice Hodges, then summed up. He dealt with all the points of the case, and his charge to the jury, in brief, amounted to this: “If they determined that theAlertwas sea-worthy there would be an end to thematter, for in that event they would at once give a verdict for the defendants. On the other hand, it was for the jury to say whether reasonable precautions were taken to ensure the sea-worthiness of the ship, and if they found that such was not done, they would then consider the measure of damages to be awarded to the plaintiff because of such neglect. With regard to this neglect the defendants had a strong answer seeing that they had Lloyd’s and the Marine Board’s certificates of sea-worthiness, yet it might be that Lloyd’s and the others were all wrong. If the jury found a verdict for the plaintiff, then in assessing damages, they (the jury) were to remember that the plaintiff would only be entitled to receive pecuniary compensation for pecuniary loss; but the mother or the child could not be compensated for the grief or pain they suffered. The jury were to throw all sympathy out of the question, and deal with the matter as one requiring simply cold justice to be dispensed.” After retiring for about an hour the jury returned into court with a verdict for the plaintiff. Damages £791, to be apportioned thus, £666 to Mrs. Kilpatrick and £125 to the child.
I quote the following from theAgenewspaper of November 26, 1895:—
“The S.S.Ethiope, which was placed in the Alfred Graving Dock, Williamstown, for the purpose of ascertaining the leakage in her hull, which occurred during her passage down the Bay on leaving for London with a full cargo of wool, was floated out yesterday and berthed at the railway pier, Williamstown, where she will receive on board the portion of her cargo that was landed prior to her entering the dock. Whilst in the dock a thorough examination was made of the vessel, and the cause of the leakage was discovered under the engine room. The bolts in several of the seams had started, and allowed sufficient water to inflow to cause the vessel’s return to port for examination and repairs. The repairs were speedily carried out, and on the reloading being completed Captain Miles feels confident that the cargoby the ship will arrive in London in time to catch the January wool sales. During the stay of theEthiopein dock her bottom was cleaned and coated with Rahjten’s anti-fouling composition. TheEthiopewill leave again for London during the week.”
“The S.S.Ethiope, which was placed in the Alfred Graving Dock, Williamstown, for the purpose of ascertaining the leakage in her hull, which occurred during her passage down the Bay on leaving for London with a full cargo of wool, was floated out yesterday and berthed at the railway pier, Williamstown, where she will receive on board the portion of her cargo that was landed prior to her entering the dock. Whilst in the dock a thorough examination was made of the vessel, and the cause of the leakage was discovered under the engine room. The bolts in several of the seams had started, and allowed sufficient water to inflow to cause the vessel’s return to port for examination and repairs. The repairs were speedily carried out, and on the reloading being completed Captain Miles feels confident that the cargoby the ship will arrive in London in time to catch the January wool sales. During the stay of theEthiopein dock her bottom was cleaned and coated with Rahjten’s anti-fouling composition. TheEthiopewill leave again for London during the week.”
And hereby hangs a tale. Here it is: In the matter of the survey of the S.S.Ethiope“I, Robert Barclay, chief engineer of the S.S.Ethiope, solemnly and sincerely declare that we sailed from Melbourne on Sunday, November 17, 1895, bound to London with a cargo of wool and preserved meats. During the passage down Hobson’s Bay my attention was drawn to the fact that there was a leak somewhere in the ship, and by measurement I ascertained there were five feet of water in the bilges. I reported the matter to the captain; then we rigged the pumps and put on the donkey engines to work them. As the state of affairs looked serious, the ship was brought to an anchor inside the Heads on Sunday afternoon. We kept the pumps going all night and next day (Monday), until they became choked with coal-dust. I then advised Captain Miles to return to Melbourne, and have the ship docked and examined. He, the captain, at first was under the impression that it was only the water ballast tank that was leaking, and he demurred to go back with the ship. I was so convinced that the ship was leaking that I told the captain that I declined to risk the men’s lives, and my own, in going to sea before the ship was surveyed. Captain Miles told me that if there was nothing the matter with her, I would have to be responsible for detaining the ship. I undertook the responsibility, and the vessel was accordingly brought back to Williamstown on Tuesday, Nov. 19, 1895. After discharging a portion of the cargo into lighters, the ship was taken into the Graving Dock on Thursday, Nov. 21. One of Lloyd’s surveyors, Mr. Watson (and others, I believe), examined the ship, and reported to the captain, and through him to me, that there was nothing the matter with the vessel, and insinuated that the whole affair was simply a scheme to get the ship’s bottom cleaned, in order to make aquicker passage, at the expense of the underwriters. It was further stated that I would have to pay all the expense of the survey and delay; that I was an incompetent man, and in all probability my certificate would be taken from me. Being ill and weak—through exposure in the water while previously trying to find the leak when the ship was down the Bay—I was confined to my bed by order of Dr. McLean of Williamstown, who was tending on me. When the survey report and comments were given to me, they did not help to make me feel any better; but ill as I was, I determined that I would search for the leak myself. On Monday morning, Nov. 25, the ship being then painted over and ready to be taken out of dock, I went under the ship’s bottom with a table-knife, and had not searched many minutes until I discovered—about ten feet distant from the place where I suspected the leak—an opening where the plates overlap each other. I inserted the knife, and found that only the handle stopped the blade from going in further. I ran on deck, and came back with a long piece of tin, this I inserted in the seam with the result that it went clear in to a depth of eight inches. Still keeping the tin inserted, I found I could carry it along the edge of the plate for a distance of eighteen inches. I then went and brought Captain Miles down to see for himself. He said he felt very glad that I had discovered the cause of the leak, and desired me to leave the knife and tin sticking in the aperture until he telephoned for the surveyors to come from Melbourne. On being sent for Mr. Watson did not come, but Mr. McLean, the Marine Board Surveyor, came down to Williamstown, and on his arrival he at once acknowledged that the whole mystery had been solved. He thanked me for pointing the matter out, and stated that everything would have to be done to make the ship sea-worthy before she was allowed to proceed to sea.
During the past nineteen years I have been engineer on board some of the largest steamers afloat, and have also superintended the building of a number of these ships, and it is not pleasant, after my experience,to have my competency questioned in the offensive manner in which it has been. The above statement is, to the best of my belief and knowledge, true in every particular. And I make this solemn declaration, conscientiously believing the same to be true, and by virtue of the provisions of an Act of Parliament of Victoria rendering persons making a false declaration punishable for wilful and corrupt perjury.” Robert Barclay, Chief Engineer. Taken at Williamstown this 29th day of November, 1895, before me, J. A. Reid, J.P.
As a sequel to the foregoing it may not be out of place to give the subjoined extract from the proceedings of the Marine Board, as reported in theArgusof November 30, 1895:—
“The steamerEthiope, having returned to port in a leaking condition, was detained for repairs, and was to be examined on November 30 before receiving the permission of the board’s engineer to proceed to sea. Captain Clark stated that he heard a rumour that since the vessel had left the dock she was leaking worse than ever. Mr. McLean, the board’s engineer, said there was no foundation for the report, and it arose from the fact that the water which was in the vessel ran aft as her trim was altered. He had given great attention to the pumps and bilges and was satisfied that she was now quite dry and watertight. His report was adopted.”
“The steamerEthiope, having returned to port in a leaking condition, was detained for repairs, and was to be examined on November 30 before receiving the permission of the board’s engineer to proceed to sea. Captain Clark stated that he heard a rumour that since the vessel had left the dock she was leaking worse than ever. Mr. McLean, the board’s engineer, said there was no foundation for the report, and it arose from the fact that the water which was in the vessel ran aft as her trim was altered. He had given great attention to the pumps and bilges and was satisfied that she was now quite dry and watertight. His report was adopted.”
SUPREME COURT BUILDINGS, MELBOURNE.Containing eight Halls of Justice.
SUPREME COURT BUILDINGS, MELBOURNE.Containing eight Halls of Justice.
SUPREME COURT BUILDINGS, MELBOURNE.Containing eight Halls of Justice.
TheEthiope’scase requires no comment from me. It speaks volumes for itself! And now my self-imposed task is done; and in bidding good-bye to the readers of this little book, I may state that in writing it I have endeavoured to effect a twofold object. Firstly, to aid Robert Ponting, theAlertsurvivor, in earning a living, and, secondly, to aid in drawing public attention to what I believe to be important matters, affecting not only the safety of ships, but the lives of men. If I succeed in either of these objects, I shall feel that my labour—which to me has been a pleasure—has been put forthin a good cause. My long experience at, and connection with, the sea have given me at least some little warrant for dealing with subjects relating to seamen and shipping; but whether the ideas I have given expression to will please or not I cannot tell. Under the impression thatsomegood might be done—to use the language of Burns:—
“Sae I begun to scrawl, but whetherIn rhyme or prose, or baith thegither,Or some hotch-potch that’s rightly neither,Let time mak proof.”
“Sae I begun to scrawl, but whetherIn rhyme or prose, or baith thegither,Or some hotch-potch that’s rightly neither,Let time mak proof.”
“Sae I begun to scrawl, but whetherIn rhyme or prose, or baith thegither,Or some hotch-potch that’s rightly neither,Let time mak proof.”
“Sae I begun to scrawl, but whether
In rhyme or prose, or baith thegither,
Or some hotch-potch that’s rightly neither,
Let time mak proof.”
Seamen are not saints by any means, but if there be one class of men beyond another who should, in the exercise of their calling, have things made for them as safe and as comfortable as possible, surely it is those “who go down to the sea in ships.” I use the term “seamen” in its broadest sense, including “skipper” and all, for I am not altogether a believer in the witticism of the Irishman who said, “There’s but one good billet on board of a ship and, be japers, the captain always takes it.” The latter’s position is a responsible one, and his duty, where rightly performed, is by far the most important of any. Various circumstances have caused this book to remain “on the stocks” for a considerable time, and now that I launch it out on the great sea ofPublic Opinion, I cannot give it a better “send-off” than by heartily re-echoing the prayer of the poet:—
“When wilt thou save the seamen,Great God of mercy—When?Not shipping kings, but seamen,Not property, but men!”Amen.
“When wilt thou save the seamen,Great God of mercy—When?Not shipping kings, but seamen,Not property, but men!”Amen.
“When wilt thou save the seamen,Great God of mercy—When?Not shipping kings, but seamen,Not property, but men!”
“When wilt thou save the seamen,
Great God of mercy—When?
Not shipping kings, but seamen,
Not property, but men!”
Amen.
Amen.
FOOTNOTES:[2]For obvious reasons the declarant’s name is kept back from publication.[3]It is but an act of “cold justice” to mention that Mr. Ebsworth, in addition to being an able lawyer, is a practical seaman who has passed through eight years’ experience, and holds a chief mate’s certificate from the Board of Trade.
[2]For obvious reasons the declarant’s name is kept back from publication.
[2]For obvious reasons the declarant’s name is kept back from publication.
[3]It is but an act of “cold justice” to mention that Mr. Ebsworth, in addition to being an able lawyer, is a practical seaman who has passed through eight years’ experience, and holds a chief mate’s certificate from the Board of Trade.
[3]It is but an act of “cold justice” to mention that Mr. Ebsworth, in addition to being an able lawyer, is a practical seaman who has passed through eight years’ experience, and holds a chief mate’s certificate from the Board of Trade.