New-York tribune. [volume] (New York [N.Y.]) 1866-1924, 1883-01-22
COLLLNLONS 1T SCI.


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COLLISIONS At SEA.
When the international rules for preventing
col'isions at sea went into operation, on Sep
tembcr I. 1850, there were many who were
sapyuine enough to believe that collisions would
be practically done away with. The facts
clinched by tie losses of the steamship Cimbra
and brig Maiposa on Friday. and of the City of
Brussels on January 9TH, fail to confirm this
belief In the year 1882 there were 2S4 steam
ships and large river steamboats, lost, and
OF this number thirtN two we're sunk by coils
ions. Many of these losses will he recalled by
our readers, notably those of the Douro, of the
ROYAL Mail steamship Coz sunk of Cape FMS
terre on April |, when thirty-four lives were
sacrificed of the Camhronne, sunk III the British
Channel on November -, with the loss of four
teen lives, and of the Principal OIL Fort SAID on
March while two vessels were sunk at or very
doors, the Nankin. which went down IN New
York harbOr on May 6. and the Alenc. OF the At
las Line which came into collision with the mon
Itor Nantucket in the North River on October
27 The disasters of the year thus far are OF
still more startling character. The CITY OF
Brussels. of the Inmnn Line, was run down on
January 7 by the Glasgow steamer knby
Hall. while lying-tO in fog near the lightship
Of Lverpool 1t was stated that whistles and
tog-horns were continually sounded on the City
of BRUSSELS aud the whistles of the approach
ing CITY of Kirby were distinctly heard. New
ertheless the collision took place. although the
latter vessel appears to have been in fault two
lives were lost damages to the amount of
100000 we're claimed for the City Of Brus-
sells. exclusive Of n cargo valued at 100000,
and 70 the amount of 10000 for the Kirby
Hall. This disaster is worth recalling rs being
one of the most costly and unnecessary III
stances of marine mishaps. Now We have the
Cinibria run down by the Sultan ia the North
Sea on Friday morning. her loss probably ac-
companird 10y an appalling sacrifice of life,
while on the same day c0aStng brig the Mari
posa is run do n 10y the steamer Gamma In Long
Island Sound and seven out Of her crew of eight
are drowned. Ii is too early yet To iiI the re-
sponsibity for the loss of tho CimhIla with e1-
actness, but the report that the Sultan struck
her bow on indicates that the Sultan was To
blame. In the case OF the MarlpOSa there Is the
possibility that the lookout may have neglected
his duty on the one hand, and on the other the
well recognized rule that steamship must keep
out of the way of sailing vessel.
1t is matter of importance. however, to the
thousands who yearly cross the ocean OF Who
daily travel on Sound and river boats to know
what assurances they can rely upon against the
dangers of collision. The safety of sca-golng
craft il supposed to be determined by official
inspection, although the number Of old length
ened iron steamships lost last year shows that
many ocean tramps" from the West of Eng
land yards we're allowed to go to sea without
prorer' examination. The stranding of vessels
il undoubtedly sometimes not 10 los avoided, but
in the majority of cases it depends upon the
seamanslip of the captain. But collisions form
a class of maritime peris wholly within the
control of human Duwsr, not to be excused by
any faults in the construction OF the ship nor by
winter storms, but perfectly prevcntabc if cap
tain and crew have proper rules LAID down Tor
their guidance and do their duty. IL has be-
come doubtful whether the international rules
are the best that can be devised. Their i'm
provement must be- left to experts, and it would
seem proper that these rules should be again
examined by the British Admiralty and Board
of Trade in view of the undue prevalence of
collisions at sea. There is room for effective
changes in the signals employed. A tele-
graphic code of blasts from tog-hOrn such as
was advocated two years ago would convey
some definite knowledge rs to the exact posi-
tons of two vessels, but its introduction would
take "A long line and its might prove confns-
ing. The carrying of electric lights and OF rockets
and bluelights. as is done on many vessels, has
been recommended, like the scores of other
methods for sea signalling in bad weather, but
never generally adopted. The noise OF whistles
and horns scientists tell US, is often lost in
soundess zones in the air which cause aber
rations of audibility consequent upon peculiar
atmospheric conditions. 1t is quite possible to
find objections to any code of signals or set of
rules.
But while the international regulations do |
not appear effective in checking collisions, it is
obviously unjust to charge upon them the blame |
of these disasters. Human error is responsible |
in the majority of cases. IL these rules had |
been carefully observed in all the instances wo |
have alluded to. few collisions would have |
taken place. Blasts every two minutes from |
the fog horns of 10th vessels and the alteration
of both courses to starbeard would have sa yed |
tho City of Brussels Notwithstanding the |
that was actually going on that |
foggy morning. tho captain of the Kir- |