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sea.  But suppose a collision out on the ocean involving damage as extensive as this one was, and suppose then a gale of wind coming on.  Even the Aquitania would not be quite seaworthy, for she would not be manageable.
    We have been accustoming ourselves to put our trust in material, technical skill, invention, and scientific contrivances to such an extent that we have come at last to believe that with these things we can overcome the immortal gods themselves.  Hence when a disaster like this happens, there arises, besides the shock to our humane sentiments, a feeling of irritation, such as the hon. gentleman at the head of the New South Wales Government has discharged in a telegraphic flash upon the world.
    But it is no use being angry and trying to hang a threat of penal servitude over the heads of the directors of shipping companies.  You can’t get the better of the immortal gods by the mere power of material contrivances.  There will be neither scapegoats in this matter nor yet penal servitude for anyone.  The Directors of the Canadian Pacific Railway Company did not sell “safety at sea” to the people on board the Empress of Ireland .  They never in the slightest degree pretended to do so.  What they did was to sell them a sea-passage, giving very good value for the money.  Nothing more.  As long as men will travel on the water, the sea-gods will take their toll.  They will catch good seamen napping, or confuse their judgment by arts well known to those who go to sea, or overcome them by the sheer brutality of elemental forces.  It seems to me that the resentful sea-gods never do sleep, and are never weary; wherein the seamen who are mere mortals condemned to unending vigilance are no match for them.
    And yet it is right that the responsibility should be fixed.  It is the fate of men that even in their contests with the immortal gods they must render an account of their conduct.  Life at sea is the life in which, simple as it is, you can’t afford to make mistakes.
    With whom the mistake lies here, is not for me to say.  I see that Sir Thomas Shaughnessy has expressed his opinion of Captain Kendall’s absolute innocence.  This statement, premature as it is, does him honour, for I don’t suppose for a moment that the thought of the material issue involved in the verdict of the Court of Inquiry influenced him in the least.  I don’t suppose that he is more impressed by the writ of two million dollars nailed (or more likely pasted) to the foremast of the Norwegian than I am, who don’t believe that the Storstad is worth two million shillings.  This is merely a move of commercial law, and even the whole majesty of the British Empire (so finely invoked by the Sheriff) cannot squeeze more than a very moderate quantity of blood out of a stone.  Sir Thomas, in his confident pronouncement, stands loyally by a loyal and distinguished servant of his company.
    This thing has to be investigated yet, and it is not proper for me to express my opinion, though I have one, in this place and at this time.  But I need not conceal my sympathy with the vehement protestations of Captain Andersen.  A charge of neglect and indifference in the matter of saving lives is the cruellest blow that can be aimed at the character of a seaman worthy of the name.  On the face of the facts as known up to now the charge does not seem to be true.  If upwards of three hundred people have been, as stated in the last reports, saved by the Storstad , then that ship must have been at hand and rendering all the assistance in her power.
    As to the point which must come up for the decision of the Court of Inquiry, it is as fine as a hair.  The two ships saw each other plainly enough before the fog closed on them.  No one can question Captain Kendall’s prudence.  He has been as prudent as ever he could be.  There is not a shadow of doubt as to that.
    But there is this question: Accepting the position of the two ships when they saw each other as correctly described in the very latest newspaper reports, it seems clear that it was the Empress of Ireland’s duty to keep clear of the collier, and what the Court will have to decide is whether the stopping of the liner was, under the circumstances, the best way of keeping her clear of the other ship, which had the right to proceed cautiously on an unchanged course.
    This, reduced to its simplest expression, is the question which the Court will have to decide.
    And now, apart