A. D. 2000

by Alvarado M. Fuller

“Great factors in the calling together of this commission were a series of terrible accidents in the years 1919, 1920, and in the fall of 1922.

“On the 15th of July, 1919, at 23 dial, or as they then reckoned time, 11 o’clock P. M., the City of New York was struck by lightning, in latitude 49 degrees 10 minutes, and longitude 31 degrees 14 minutes. Despite the endeavors of a well-trained crew and every facility for extinguishing fire, the vessel burned and sunk; 2,167 souls who were aboard of her at the time took to the boats. Of this number 914 only were rescued, or ever heard of. Those who were rescued had sailed over 450 miles before being picked up. The supposition is that the distance from land was too great for them to overcome with the limited amount of water and food aboard the boats, and had land, or some station, been within reasonable distance from the scene of the accident, all would have been saved.

“A most peculiar case was that of the City of Providence in 1920. This vessel was one of the finest of the American transatlantic passenger steamers, 600 feet in length, with a tonnage of 16,000. She left the Mersey on October 7 of that year, with 3,465 souls on board. On the morning of the 9th, at 4:12 dial, a terrible accident occurred; two of the thirty-six boilers burst, the concussion causing nine more to explode. The vessel was torn almost asunder, her bulkheads broken, and the water poured into the ship. Her engines were wrecked, and the engine-room flooded. A vessel of ordinary construction would have sunk immediately, but the Providence, having every improvement, and a great number of water-tight compartments, continued to float. Torn and broken, she lay upon the ocean perfectly helpless.

“The strange but sad continuation of this disaster follows:

“The City of Providence, making the trip across the ocean, as she usually did, in four days, carried provisions for but eight days. After the explosion the ship drifted at the mercy of the currents and wind.

“It was four weeks after the disaster when she was found by vessels sent out to look for her, in latitude 44 degrees 12 minutes, and longitude 31 degrees 16 minutes. Seven boats’ crews had left her to seek aid; her passengers had been cut down to rations, and finally every vestige of food had been consumed, and starvation and thirst commenced their deadly work. Out of that host of people on the Providence when she sailed, only fifty-four lived to tell of the terrible disaster. Four of the boats were never heard from, and only twenty-seven persons were found alive on the ship. During all these weeks that the Providence drifted about, she twice crossed the line upon which the life-stations are now situated. Had these stations then been in existence, every soul on board of the ill-fated vessel would probably have been saved. How it could be that a vessel of the Providence’s size could have escaped the notice of the hundreds of ships passing in that latitude is a problem none can solve; that she did, is a fact, for no report of her was ever made until she was sighted by the relief vessel sent out to search for her.

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“These terrible disasters, taken in consideration with the great advantages which would accrue were there stations at intervals across the ocean, led to the creation of the commission.

“The commission met on the 19th day of June, 1923, and made proposals for plans for these stations. On the 11th of December of that year the commission selected, from the plans submitted, those of Mr. Cyril Louis, of California.

“These plans were for a huge cylindrical vessel, sitting upright in the water, and surmounted by a tower one hundred feet above the water line. The vessel proper was a cylinder; its base, a plane; its top, the frustum of a cone, surmounted by a tower upon a tower. The cylinder was eighty-three feet in length to the water line, the cone nine feet high, the first tower fifty one feet above the frustum of the cone, and the second tower forty feet above this. The cylinder was made of boiler iron in three layers of one-inch plates, and covered on the outside with aluminum plates a quarter of an inch thick; the diameter was thirty feet, and the vessel was divided into eight stories by floors of one-inch steel. The first, or lower, and second chambers were fourteen feet high; the next twelve; the four following, ten; while the top chamber, under the cone, was twelve feet to the frustum. All of these chambers, except the first, were divided into water-tight compartments by steel bulkheads. The second chamber had eight compartments; the third, two; the fourth, fifth and sixth, four; the seventh and eighth two. The first, or main tower extended down through the cylinder to the top of the third chamber, and was eight feet in diameter. It was necessary to pass through this tube to gain entrance to any of the floors. Access to the different compartments of each floor was by means of doors closing water-tight. The chambers were for use as follows: the first contained 10,000 cubic feet of fine sand—1,300,000 pounds—or so much of it as was needed to bring the surface of the water to within three feet of the cone. This chamber was peculiarly constructed; water-holes permitted free access to the surrounding water, causing the sand to be saturated. Ten capped openings in the bottom were manipulated from the engine-room and office, and by means of which any amount of sand could be quickly dropped from the chamber into the ocean, thus decreasing the weight and increasing the buoyancy.