THE year 1878 will long be remembered by the inhabitants of London as the year in which the passenger steamer Princess Alice was sunk in the Thames by collision with the Bywell Castle, with the loss of more than 600 persons, out of about 850 supposed to have been on board.

Numerous vessels have been sunk from time to time by collision and otherwise, on our own coasts and in the neighbouring seas, which have been attended with lamentable destruction of life; yet, in all probability, not one ever before produced so general a sense of horror, and awoke such profound sympathy for the relatives and friends of those who were lost.

Nor is it to be wondered that such was the case, since this dreadful cata- strophe occurred almost in our midst; and it is in the natural constitution of human nature to be more deeply impressed by loss of life and misery in our presence than in that which is remote from us; the loss of a single life before our eyes making a more lasting impression on the mind than the knowledge by report of a thousand deaths by famine or the sword at a distant part of the world. And, no doubt, it is well that such should be the case, since all sufferers must be dependent for immediate help on those who are wit- nesses to, or at once cognisant of, their sufferings or misfortune; and if these were under the influence of general humani- tarian and cosmopolitan feelings alone, it might often happen, as in the case of the "man who fell among thieves" in the scriptural parable, that but too many, like the priest and the Levite, would " pass by on the other side." There was also a further cause for general compassionate interest in the circumstance that, as in the case of the Northfleet in 1873, so many of the lost were women and children.

What, indeed, can be more inconceiv- ably touching than the sudden violent death of a crowd of innocent children, on their way to their several homes after the enjdyment of a pleasant holiday, which might have been long looked forward to with delight as a relief from the monoto- nous tedium, confinement, and restrictions of a city life ? The year 1878 has, in truth, been rife with melancholy catastrophes. The loss of H.M.S. Eurydice, that of the German ironclad frigate Grosser Kurfurst, the explosion in the Abercarne coal mine, the railway collision at Sittingbburne, and other deplorable accidents, following quickly one after the other, have com- bined to make it a year of fatal memories; but the crowning horror of the year to the people of our great metropolis has been the loss of the Princess Alice.

The circumstances of the catastrophe have been so recently and repeatedly narrated in the newspapers of the day that we need only briefly relate them.

On the 3rd September last, at a little before 8 o'clock in the evening, the Princess Alice, a fragile river steamer, crowded to excess with passengers, an unusually large portion of whom were women and children, was on her return journey from a day's excursion to Graves- end and Sheerness. When within a short distance of Woolwich, on rounding a point on the south shore of the river, she came suddenly in contact with the large screw collier By well Castle, outward bound for the North, which vessel, running stem on to the broadside of the ill-fated passenger steamer, nearly cut her in two, and caused her to instantly fill with water and sink, carrying down with her, or leaving to struggle on the water's surface, the 800 or more persons that were on board her, of whom it is now ascertained that more than 600 must have perished.

Of the comparatively few survivors, several were rescued by ropes thrown from the Bywell Castle, and many were picked up by boats which were quickly on the spot, while a few swam to the shore.

Dreadful must have been that sight, harrowing must have been the commingled cry of despair which arose from that struggling, dying crowd. Words cannot describe, the imagination scarce conceive, the horrors of such a scene, and the vain attempt to do so cannot now restore the dead nor heal the wounded spirits of those who mourn. We will therefore turn to the more useful consideration of the subject in its practical aspects—first, as to the causes which led to the collision, and, secondly and chiefly, as to the practicability of adopting measures which at least may diminish the chances of similar disasters in the future or minimise their effects.

On the first head, it is a natural impulse to conclude that some one must be to blame, and in all probability the larger and stronger vessel—just as, if a woman or child were thrown down in the street by violent contact with a powerful man, the majority of persons on the spot would impulsively conclude that the man was wholly in fault, whereas the reverse might be the case, or, more probably still, the over-anxiety to avoid each other might have been the sole cause of the accident.

So, on this terrible accident becoming first known, rumours that the whole blame rested on the Bywell Castle were seized on with avidity. It was said that she had pursued her course without a moment's delay to ascertain what mischief she had done; that she had lowered HO boats, and thrown no ropes or life-buoys, to the aid of the drowning persons who were all around her; that she was care- lessly pursuing her way down the river, keeping an insufficient look-out, and heed- less of all consequences to any smaller craft that might cross her path or be approaching in an opposite direction; and, lastly, it was reported that some of her officers and crew, if not her captain, were intoxicated at the time.

So far, however, as is yet known, not one of the above hasty conclusions is correct.

It is not our ofiice to define the propor- tionate amount of blame, if any, attach- able to those in command of either vessel, which will probably be elicited by the official inquiry conducted by the BOARD OF TRADE. We may be quite sure, how- ever, that the one vessel as much as the other was anxious to avoid all collision, and to pursue her voyage in safety and without accident to its end.

It is nevertheless only just to those on board the Bywell Castle to state that a light vessel going down the river, having the tide with her, would not be so well under command as one coming up with an adverse tide, and that the latter, making slower progress and being anxious to convey her living freight as quickly as possible to their homes, would be natu- rally induced to keep chiefly that end in view, and to cross the river from one side to the other at some of its bends to avoid the tide where running strongest. Indeed, it was stated in evidence at the coroner's inquest that such was a common custom, and hence it was not unnatural that the Captain of the By-well Castle should have concluded that the Princess Alice, whose red or port-bow light only was seen by him, on her shooting past Tripcock Tree Point on the south shore, was crossing the river to the next point on the north side, called the Devil's House, and that he therefore put his helm to port in order, as he supposed, to pass under her stern.

Such, however, was not the case, since it was stated by different witnesses who were on board the Princess Alice that she did not cease to keep her helm to starboard in order to round Triptree Cock Point as closely as practicable, and con- tinue her course on the south side of the [ river. It was, however, also stated in evi- dence that any long vessel in turning the point against an ebb-tide might be carried . far across towards mid-stream, owing to the tide catching her bow whilst her stern was yet in still water, and thus counter- acting the effect of the rudder.

The following extract from the log of the Bywell Castle briefly, but graphically, describes her part in the dreadful trans- action from her own Captain's point of view:— " The master and pilot were on the upper bridge; John Hardy on the look-out, on the topgallant forecastle ; William Charles Haines, -Henry Grib- bin, and "William Brankstone (second mate) at the j wheel. Light airs, and weather a little hazy. At j 7.45 P.M. proceeded at half-speed down Gallion's [ Reach. Being about the centre of the reach, ob- served an excursion steamer coming up Barking I Reach, showing her red and masthead lights, when j we ported our helm to keep over towards Tripcock Point. As the vessels neared, observed that the other steamer had ported, and immediately after- wards saw that she had starboarded and was trying to cross our bows, showing her green light close under the port bow. Seeing collision inevitable, stopped our engines and reversed full speed, when the two vessels collided, the bow of the Bywell Castle cutting into the other steamer, which was crowded with passengers, with a dreadful crash.

Took immediate measures for saving life by haul- ing up over the bows several men of the passengers, throwing ropes' ends over all round the ship, throwing over four life-buoys, a hold ladder, and several planks, and getting out three boats, keeping the whistle blowing loudly all the time for assist- ance, which was rendered by several boats from the shore and a boat from another steamer; the excursion steamer, which turned out to be the j Princess Alice, turning over and sinking under the bows. Succeeded in rescuing a great many pas- sengers, and anchored for the night. About 8.30 P.M. the steamer Duke of TecTc came alongside, and took off such of the passengers as had not been taken on shore in the boats." The description here given of the position and steerage of the Bywell Castle, compared with results and with the evi- dence on the other side, shows that her Captain misinterpreted the intentions of the other vessel, which probably caused the accident; but it does not imply blame to the Master or Pilot of either craft.

It, however, may well cause a doubt to arise in our minds as to whether there is not room for improvement in the mari- time "Rule of the Road," &c., by the introduction of some well-defined signals, which may indicate the present and in- tended steerage of any vessel to others approaching it during the night. The only practical object, however, to be gained by tracing the calamity to its true cause is that, as like causes produce like effects, experimental knowledge may be obtained for future guidance.

This brings us to the consideration of the second and most important division of our subject, the prevention of loss of life from the collision of vessels in the future, more especially in narrow and winding channels, such as that of the river Thames, which division we will again subdivide under two heads:— First, such an addition to the estab- lished " Eule of the Eoad," in conjunction with suitable night signals, as would enable two vessels approaching each other in the night to distinguish the direction in which each was steering and intending to steer.

Secondly, precautionary and remedial measures, and the provision of appliances for saving the crew and passengers of any vessel after a collision or other accident had occurred, such as boats, life-buoys, life-belts, and other floating articles.

On the first head, it appears that for a certain number of years the local " Rule of the Road" for the navigation of the Thames was in force which required that all vessels going up the river should keep on one side of it, and those outward bound on the other; that is to say, as far as it might be practicable to do so, for sailing vessels working to windward would of necessity have to cross from side to side.

The rules for avoiding collision on the river have, however, since 1862 been the same as those prescribed for preventing collisions at sea, but a committee appointed by the BOARD OF TRADE, ADMIRALTY, and Trinity HOUSE, prior to this collision, have proposed that the old rule for navigating steamships in narrow channels should be returned to, viz. that each ship should keep to the starboard side of mid-channel.

To port helm would then always be right on the approach of another ship, and would agree with the " Rule of the Road " at sea.

They also recommended additional words in the Rules to signify that to port the helm means to alter the course to starboard, and vice versa, since foreigners would generally understand the above terms in the reverse sense of that in- tended.

On the rivers of the United States certain varied notes of the steam whistle indicate to neighbouring vessels the course about to be taken—an excellent system, which might with advantage be adopted by this and other countries. These signals are as follows:— 1. One short whistle—" I am starboard- ing my helm." 2. Two short whistles—" I am porting my helm." 3. One long, continuous whistle—" En- gines are stopped." 4. One long, then one short whistle— " Going ahead slowly." 5. A series of short whistles—" Engines reversed." 6. One short, then one long whistle— " Going astern, or stopped." An ingenious description of night sig- nals has also been lately invented by Lieutenant E. W. VEET, of the United States Navy, and adopted by that Govern- ment, which might readily be utilised to indicate the intended movements of any ship. It consists of a large-bored pistol, from which are discharged, to a consider- able height or distance, brilliant fireballs of various colours, such as those thrown up by the firework called a " Koman candle." The cartridges and fireballs being in waterproof cases, and igniting by percussion-, they could be used in wet and stormy weather with much greater facility and rapidity than rockets, besides being of much less expensive character, and one of these fireballs being discharged from a ship's bows to the right or left might be made to indicate that the course was being altered to starboard or port, whilst one thrown up perpendicularly might signify that the engines were stopped.

Some such forewarning', at all erects, seems to be indispensable, and no doubt the practicability of the same will be fully considered by the public Board of Inquiry at present sitting.

Under the second head, precautionary and remedial measures, as might have been ex- pected, many suggestions have followed this disaster, a prominent place amongst which, we think, should be given to overcrowd- ing, which cannot but be a fruitful source of danger, and which, we trust, will be seriously considered by the Government Board of Inquiry.

Thus we find that the Princess Alice, a slight, narrow vessel, of only 251 tons gross tonnage, and with only 20 feet 2 inches beam, was registered to carry no less than 936 passengers, being, in our opinion, about twice as many as she ought to have j been allowed to carry. Indeed, it has | been stated that she was on a previous occasion nearly upset, in consequence of the passengers from some cause surging j to one side of her deck.

Another precautionary measure which I has been suggested is that all steamers entrusted with the lives of so many per-sons should be divided into separate sections by water-tight bulkheads, which, even in so extreme a case as that of a vessel being cut in two, like the Princess Alice, would at least retard the sinking of her hull, and so afford time for the rescue of a large number, if not all, of those who were on board her.

Another suggestion made is that all river passenger steamers should, like the splendid ferry paddle steamers of the Mersey, which are continually crossing between Liverpool and its south shore, have their sponsons extended through their whole length, but tapering towards the bow and stern, thus adding immensely to their strength, and forming an invalu- able buffer or fender in the event of their being run into, or, in modern phraseology, rammed, on the broadside, which would have to be completely cut through or crushed before the vessel's side could be touched by the stem of the aggressive ship.

A third precautionary measure which has been proposed, consequent on this lamentable collision, is that the excursion steamers on the Thames should not be allowed to ply after dark. Regarding this suggestion, we will merely observe that of necessity many passenger steamers must be making their voyages during the night; at the same time, however, there can be no reason why these daily excur- sion steamers on the Thames should not be required so to arrange their trips as to conclude them before nightfall.

Lastly, we come to the old and vexed ques- tion as to what contrivances are the best to effect the rescue of persons on board vessels after disaster has occurred. In consider- ing that question, however, it will be as well to divest our minds of the idea that any contrivances, however ingenious and suitable, would ever be sufficiently avail- able in cases of disaster so sudden and complete as that of the Princess Alice, especially when occurring in the night, to do more than save a portion, and often perhaps but a small portion, of lives that would otherwise be lost. The confusion on such occasions is so great, and the , helplessness of those to be saved so complete from fear and loss of presence of mind, especially as regards females, that they are incapable of availing them- selves of the help placed in their hands.

At the head of such contrivances must be placed the ship's boats; and of course if the boats were sufficiently numerous, and could always be promptly and safely lowered, they would deservedly occupy the first place. Unfortunately, however, such is not the case, since, as a rule, they are insufficient in number, often out of order, or with plugs out and not to be found; if lowered in time, have one end lowered before the other, and are at once swamped, or are so over-filled with frightened people that they immediately upset.

The only suggestions that we can offer respecting them are that, when passengers are on board, they should be kept always clear for lowering, with their plugs always in, their oars and thowel pins or crutches always ready for instant use, that the lowering apparatus should be incapable of lowering or releasing one end before the other, and that they should be self- releasing from the davits on becoming immersed by the foundering of the ship.

Next to the ship's boats, an abundant supply of floating bodies, which could be individually appropriated by persons either in the water or before immersion, is of paramount importance. Life-buoys and efficient life-belts are very good as far as they will go, but they cannot be supplied in sufficient numbers in crowded pas-senger vessels on excursion trips.

: There is no reason, however, why the seats and benches on deck, and the ! cushions of the seats and chairs in ! the saloons, might not all be made of | such buoyant material that each would | readily float one or more persons in the | water. The seat cushions in saloons and cabins might be formed of a number of 1 small, separate parts, each of which, having j a buckle and strap attached to it, could be carried on deck by a passenger on the first signal of alarm, and, secured round the body, would be at once an efficient life- belt. Samples of such life-belt cushions can be seen at Messrs. J. & A. W. BIRT'S, the Life-belt and Life-buoy Manufac- turers to this INSTITUTION, the ADMIRALTY, and BOARD or TRADE, as also an ingenious adaptation of the common camp stool provided on board passenger steamers, by which each is converted into a life- buoy.

It has been often suggested that the saloons and other apartments on the upper deck should be made water-tight and portable, so that they might be readily released, and might each form a safe and covered raft, which would of itself float away from a ship on its foundering, It appears to Jus that there ought not to be any insuperable difficulty in so adapting them, but no plan of effecting the same has yet been promulgated which has found favour with the owners of ships.

These wholesale consignments of human beings to destruction, even in our tidal rivers, without any serious efforts to pre- vent them, are not, however, a credit to us, either as a great maritime nation or as a Christian people attaching a proper value to human life, and feeling an adequate ', sense of the duty which we owe to one another.

We may reasonably hope, therefore, that some good may arise from this calamity by its awakening in us a sense of our responsibilities, and thereby causing such steps to be taken as may diminish the number of such catastrophes and lessen their evil effects when they occur.