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 ******. 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.
