Leading article in THE ALBION
July 2nd 1849
The royal mail steam-ship Europa which arrived at the port yesterday morning from Boston and Halifax, has brought intelligence of a calamity in the production of which, - without the chance of any controlling power of prevention on the part of her officers and crew, - she was unfortunately a participator: a calamity, which when its sudden and fatal results are contemplated, - no less than 134 human beings having, within the compass of two or three minutes, been overwhelmed by the waters of the Atlantic Ocean, - we are painfully compelled to regard as one of the most appalling marine casualties ever placed upon record. There was a gallant ship, loaded with emigrants, boldly careering with a favourable breeze towards the shore of the New World. She was in the midst of a dense fog, it is true, but, with plenty of sea-room, those who guided her saw no cause to apprehend danger. The human freight were employing themselves to their several tastes, beguiling away the time, and, no doubt, hopefully anticipating a speedy termination of their sojourn on the vast waters. Coming from the opposite point towards the shores which they had left was a powerful steamer, rapidly pushing through the billows, her officers equally conscious of security. Neither could see the other because of the cloud of mist in which they were enveloped - till in a moment, they mutually loomed into view, and the next instant there was a crash; the bows of the steamer had divided the timbers of the ship, killing many of her passengers in the dreadful contact; the vessel heeled and sank, and, of all who had peopled her decks, but little more than a fourth escaped into the steamer or were rescued from the waves, the latter only by the most prompt and persevering energy on the part of those who were in the but slightly injured steamer. The accident occurred on Wednesday, the 27th ult. at half past three o’clock, in lat 50º 49´, long 29º 30´ about 700 miles to the westward of Cape Clear. The steam-ship Europa, Captain Lott, a prudent and skilful commander, was pursuing her homeward voyage at the rate of eleven-and-half knots per hour. The Charles Bartlett, an American ship, 400 tons burden, loaded chiefly with lead and chalk, with 162 steerage passengers on board, and one in the cabin, and a crew of fourteen men, was proceeding at a rate of five knots an hour, close hauled to the wind, in the opposite direction, her destination being New York. The density of the fog prevented those on board either of the vessels from seeing many yards in any direction. The look-out in the steamer suddenly saw the ship through the mist, but the word was hardly uttered by the watch before the Europa struck the ship amidships, and cut an awful chasm in her side. The ship, as we have before indicated, heeled over and immediately began to settle down into the water and in a few moments totally disappeared. The scene during those few moments was appalling in the extreme. A crowd of suffering wretches maimed and broken by the collision lay dead or dying at the spot where the bows of the Europa had entered. Some of the individuals who crowded the decks appeared panic-stricken, others ran shrieking to and fro in despair, while some rushed forward and eagerly seized upon the opportunities which were presented for giving them a chance for safety. The most strenuous exertions were made on the instant by all on board the Europa for the rescuing from imminent peril which pressed upon them, as many individuals as possible. Hand buoys and ropes were thrown over, boats were lowered, and every man was busied in those fearful minutes in rescuing the struggling sufferers from the waves. Yet with all the exertions that could be used, only forty-three individuals were saved out of 177, who had recently been alive on board the unfortunate ship. Amongst those preserved were the captain of the Charles Bartlett, the second mate, and seven seaman. Of forty women who were on board only one was rescued. The second mate states that as it was not his watch he and all his allotment of hands were below. He felt the shock, rushed on deck, saw the ship sinking, seized a hand buoy or a rope which had been thrown from the steamer, and was soon in safety on her deck. It is remarkable that every man of his watch, who were below at the time of the collision were saved, while of the crew on deck, all with the exception of two, perished. He declares, that, from the time when he felt the shock to the entire disappearance of the ship, not more that three minutes elapsed, after which not a vestige of the vessel was visible, save a few chips floating on the waters. Then where just before bending to the breeze, and pursuing her way 'like a thing of life', with scores of hopeful beings of merry hearts, some playing at games of past, some listening to the cheering notes of a fife, which were plainly heard abroad the steamer just before the collision, all was now a blank of troubled water, and over her and over them, save a few who had been rescued, the blue ocean was flowing as it will continue to flow on throughout all time. As the vessel disappeared some of the boats of the Europa, which had been actively engaged in picking up such of the struggling unfortunates as could be reached, narrowly escaped being sucked into the vortex which her downward course created. The next instant, as we have said, nothing remained visible of the huge bulk but a few fragments which had been displaced by the shock. One or two bodies, which had sunk but five or six feet, were discerned beneath the clear water making frightful mimicry of life as the limbs waved and the bodies swayed with the motion of the billows. One was raised with a boathook from a depth of about six feet, but the shrunk and ghastly features and fixed eyeballs showed that life had departed. Another was brought from a like depth. A slight quivering motion indicated that vitality remained; a gasp succeeded; the individual was lifted into the boat and soon recovered. After what we have written it is unnecessary to state that not slightest shade of blame rests upon or has been attempted to be imputed to, those in charge of the Europa. The painful calamity could not have been prevented by any human prudence or foresight, and all that human energy, promptitude, and courage could perform afterwards in the speedy rescue of those who had been so suddenly imperilled was effected. The most fervent sympathy for the survivors was also manifested by all on board the steamer, a sympathy which was without loss of time actively exhibited. Immediately after the accident a committee was formed, with Mr Bates at their head, for the purpose of giving a tangible form to the benevolence of the gentlemen and ladies on board. Subscriptions to the amount of £352 5s were collected on the instant.
Leading article in THE TIMES
4th July 1849
The intelligence just received from the United States includes a narrative of one of the most un-happy catastrophes on record, even amongst the tales and perils of the great deep. No fewer than 135 human beings were suddenly hurried to their account, leaving behind them but 42 survivors of the entire crew of a noble and well-manned vessel. What renders this catastrophe more deplorable is the fact that it did not result from any of the ordinary accidents of seafaring life, or from any direct visitation of the elements against which the aids of science and skill might hereafter be summoned. It occurred in the twinkling of an eye, and without the smallest note of preparation, and its terrible finality only serves to make more conspicuous the dangers which after all the appliances of experience and fore thought, await those who commit themselves to the hazards of the sea. This day last week, the ship Charles Bartlett, of the Plymouth, United States, pursuing her voyage to America, being laden with a small proportion of general cargo, and carrying chiefly consignments of lead, iron, and other metallic goods. She had on board 162 emigrants of whom 40 were women and 35 children, and who were bound for various destinations in the American States. The ship appears to have been well-found and well-handled, and she had arrived, in her outward voyage, at lat 54º 49´ long 20º 30´ [this position is almost certainly incorrect, being too far North. Ed] that is to say, she had left Cape Clear about 700 miles behind her. It was half-past 3 o'clock in the afternoon, and although the weather was extremely foggy, yet it was not so disagreeable that the greater part of the living cargo were on deck, engaged either in their regular occupations, or in the amusements by which the monotony of a tedious voyage is checkered and beguiled. The captain of the vessel was walking on the weather side of the poop deck, having taken such common precautions as the weather demanded by ordering a sharp look-out from the forecastle as well as from the wheel. Suddenly "a rumbling like distant thunder” struck his ear to windward, and before his half formed suspicions could assume an available shape, they were confirmed by a cry from the man at the helm that a strange sail was upon them. It was a gigantic steamer. One of those magnificent vessels, which periodically traverse the Atlantic with the commerce of two worlds, was within 400 yards of the bark, careering with all the impetus of steam. An involuntary shout told the steerman of his danger, and the ringing of the ship's bells in an instant communicated the alarm. But all was of no use. In less than 60 seconds the steamer struck the bark full abreast, and stove in 20 feet of her side. There was no time for the ordinary horrors of a ship wreck. The frightful chasm at once let the waves into the vessel beyond the power of resistance, and the character of her cargo contributed to precipitate the catastrophe. Three minutes had not elapsed since the first glimpse of the steamer had been obtained, when the unfortunate bark with her helpless cargo had disappeared bodily beneath the waves. She heeled over and went down immediately, and a few souls striking out for life in the stormy waters were all that remained of the Charles Bartlett and her crew. The boats of the Europa, for the steamer was no other than this powerful vessel, were at once let down, and 42 passengers were rescued from death by the strenuous exertions of the Europa's crew. With untiring zeal the boats pulled round and round the fragments of the wreck until it became but too sad a certainty that no more survivors could remain, and the engines were then set on again, after a single short hour had actually witnessed this sudden and almost unparalleled sacrifice of life. That so few minutes should have sufficed for such a sweeping calamity is an act frightful to reflect upon, but there was clearly nothing more to be done. The most anxious hope could not suggest a chance for the survivorship of any but those who had been transferred to the steamer’s decks. It was light enough and clear enough for the boats to traverse every foot of the water in which the barque had gone down, and when an hour had elapsed it was an absolute impossibility that there could be any further struggles for life. The Europa accordingly proceeded on her voyage, and brought back with her to their native shores the few survivors of the calamity she had involuntarily caused.
Article in THE TIMES
July 19th 1849 p. 6
We extract the following from the Liverpool Albion regarding the recent collision of the Europa with the Charles Bartlett in the hope that the matter will not be allowed to drop until some definite precautions have been authoritatively resolved upon. In the first excitement of such a disaster, the feeling which is at all times entertained by the public, that even the most simple means for the preservation life at sea are, almost as a rule, disregarded by nautical men and by the Directors of navigation companies, finds a universal voice; but this is only momentary, and the old order of things goes on, interrupted only from time to time by similar resultless manifestations when new accidents occur. “The recent unfortunate collision between the Charles Bartlett and steamer Europa has called forth so many crude suggestions on the part of nautical writers, that we are desirous of offering a few remarks relative to them. The writers seem in general to consider that much danger would be avoided were the steamers to keep up a constant succession of violent sounds during foggy weather, so as to give notice of their approach. Now, it must be apparent to all who have read the full particulars of the collision, that the Captain of the Charles Bartlett heard the sound of the steamer’s paddles and was taking measures to avoid her before they were aware of any danger aboard the steamer. This evidently shows that that nothing whatever is accomplished by the steamer making her approach known to the sailing vessel unless the latter can make herself known in return. The sound of the paddles is, of itself, sufficient in foggy weather to give alarm in time, as is found to be the case on the banks of Newfoundland, where the crews of the fishing vessels at anchor listen for it with eagerness, and the moment they hear it blow their foghorns loud enough to warn the steamer of their whereabouts. That almost any quantity of noise can be made on board the steamers there is but little doubt, though not with the steam whistle; yet how would the passengers bear the fearful din of whistles, gongs, bells and guns that would be constantly going on to the serious derangement of their nerves. And then in the midst of such overpowering noise, how could the alarm be heard from another vessel, towards which they might be rushing with frightful speed? And thus the means suggested with a view to safety might prove the cause of the disaster. The evil - the chief evil- to be remedied is the silence of the sailing vessel; it is she that must make her whereabouts known to the steamer, for the latter may avoid her, but she cannot avoid the steamer, as the case of the Charles Bartlett itself proves, for if she should have warned the Europa of her presence when the paddles where first heard, we venture to assert no collision would have taken place, for the Halifax steamers have the peculiar advantage that their speed is instantly reduced by the stoppage of the engine. A gun on board a sailing vessel would the best preservation, and as the position of the steamers can be pretty well calculated upon, the gun could be got ready before crossing their track, while the duty of attending to it should devolve upon the officer of the watch who, on the first sound of alarm, should fire it; the steamers duty would then be to stop, and all danger would be then avoided. As for slackening the speed of Her Majesty’s mail, that is too important a matter to be treated lightly; and moreover, as the strokes of the paddles will heard the farther, as they strike the water the sharper the warning would be earlier given by the steamer going 12 knots than 8, and, therefore, the faster they go, with due precaution on board other vessels, the less the chance of collision.”
INTERNATIONAL REGULATIONS FOR THE PREVENTION OF COLLISIONS AT SEA
It wasn’t for another eleven years that a serious attempt was made to sort this problem out. In 1860 the French Government approached the British Government suggesting that a conference should be held to establish international regulations for the prevention of collisions at sea. The British Government welcomed this approach. In a minute discussing the subject it was agreed that the present situation was quite unacceptable. Not only did current regulations not take into account the existence of the steamship, but different rules applied between sailing ships depending on whether they were both flying the same flag or whether they were from different nations. In early 1862 agreement was reached between the French and the British to a set of rules which are very similar to those that are still in force today. A few months later a further convention included several other major maritime nations, including Portugal and Italy and also some less well known members of the maritime fraternity such the governments of the Grand Duke of Mecklenberg-Schwerin and the Kingdom of Hayti. A notable absentee was the United States of America. If these Rules had been in force in 1849 it might not have been easy to absolve the master of the Europa so completely of any responsibility for the collision. A maritime court would have asked; Was his maximum speed of 10 knots ‘a moderate speed’ in view of the visibility conditions at the time of the collision? They would also have taken into account that he had not obeyed the rule that 'steam should give way to sail' and that he was not sounding any fog signals, although this was a rule that became much more important when the silent screw driven steamer replaced its noisy paddle driven predecessor, a change that was well under way by 1862.