On the 2nd of February, 1894, the Melbourne Marine Court, consisting of Mr. J. A. Panton, Police Magistrate, Captain A. J. Roberts, and Mr. Douglas Elder, concluded their investigation into the circumstances surrounding the foundering of the Alert. The decision given was as follows:—
“We find that when the Alert left Metung, she was properly equipped in every respect, and apart from the manner in which she was laden, was in a good and sea-worthy condition. She was a suitable vessel, having regard to her build, for the trade in which she was engaged, as it was shown in evidence that she was classed for any trade. In view of the vessel’s construction and the manner in which laden on her last voyage—having on board only about forty four tons of cargo—the Alert in the opinion of the Court, had not sufficient stability, and in view of the weather experienced, she had too much freeboard for the voyage she was on. Considering the trim of the vessel and the state of the weather, it would have been more prudent had the Alert run into Western Port for shelter. In the opinion of the Court, the Master should have kept her head to sea when the vessel first commenced to take in lee water. There was not any neglect on the part of the lighthouse keeper at Cape Schanck, and existing regulations appear to have been carefully observed. The crew of the life-boat at Queenscliff appears to have been properly directed, and, in the opinion of the court, they did all that could have been done, having in view all the existing circumstances. A proper look-out was kept on board the pilot schooner on the cruising station. The reason the boats on the Alert were not made use of would appear to be attributable to the fact that when the vessel heeled over, the forward boat could not be got at, and the after life-boat was washed away about the moment when the vessel foundered, and there is no evidence to show what became of it. There was a sufficient supply of proper life belts on board, and they were easily available. There is no evidence before the Court to show that the late Master, Alexander Mathieson, did not use every precaution in handling the vessel. There is no evidence to justify the Court in expressing an opinion as to the immediate cause of the foundering of the steamship Alert.”
A perusal of the foregoing shows that, while almost everything else has been commented on, no mention, whatever, is made of the fact that the rig of the vessel did not permit of sail being set aft. In view of the great length of the Alert—as compared with her depth—the above fact constituted, in the opinion of the compiler of this book, a very grave defect. Further, no vessel, whatever her length, or whether steamer or sailing ship, should be classed by the Government officials as fit to go outside Port Phillip Heads, unless she is rigged in a suitable manner to enable her to carry sail aft, as well as foreward. No doubt in these “hurry skurry” days the tendency of the time is to make steam machinery take the place of sail, but until man can control wind and waves, machinery can never wholly supersede canvas. The latter is not only required to steady a steamship in a seaway, but is indeed an actual necessity during emergencies brought about by either a breakdown of machinery, or stress of weather.
It is not so very long since a large steamer, the Age, was tossing about, for a week or so, in Bass’ Straits, as helpless as a log, because her machinery had met with a mishap, and she was unable to set canvas enough to keep her side down, let alone bring her into port!
Moreover, it may be added that there is scarcely a single sea-going steamer, which, at the present time, carries half the canvas she ought to. In the interests of life and property this is a matter that should be carefully seen to in future, and, if need be, enforced by legal enactment.
Steam power is very well in its place,
When water’s smooth and the ship’s in a race,
But when sea’s rough and wind blowing a gale,
There’s certainly greater safety in sail.
