New Zealand Times (PUBLISHED DAILY.) MONDAY, DECEMBER 18.

New Zealand Times, Volume XXXI, Issue 4911, 18 December 1876, Page 2

New Zealand Times (PUBLISHED DAILY.) MONDAY, DECEMBER 18.

In a late issue we called attention to the principal provisions of the Merchant Shipping Act, 1876, the. result, of Mr. Plimsoll’s earnest endeavors to better the condition of. the merchant seaman, and to prevent in a measure the lamentable loss of life which has occurred from year to year, hy reason of vessels being sent to sea in an unseaworthy condition, whether . arising from inherent defects, over-loading, or other causes, it is to be regretted, only too numerous to particularize. In this new Act there is a saving clause, excluding from its operation vessels trading in colonial inland waters, ahd also all coasting vessels engaged in the waters of arty British possession, so far as deck cargoes, &c., are concerned. In.making this provision the Imperial Parliament Has only acted upon the principle which it adopted many years ago, viz., giving ■to the Colonial Legislatures' the power of dealing with all matters purely” local themselves. The legislation on this subject in the Home country is the outcome of a' deep national feeling, roused in the first instance by the member for Derby, and then absolutely sweeping before it the interested hostility and opposition which were brought to bear against the measure. It must not be thought by this that the matter was dealt with hastily, for the new Act is built upon previous legislation and the reports of committee after committee of both Lords and Commons. It was clearly shown by evidence that many ships went to sea in such a state of rottenness that on their getting ashore the crews perished before there was any possibility of getting lifeboats out for assistance. No sooner were they ashore than they went to pieces like matchwood, and so ill-found and unseaworthy were many of the coasters, that a gale of even a moderate character was a sure and certain augury that numbers of them would be lost and many valuable lives sacrified by an avoidable cause. The total, wrecks and casualties during the ten years ending in 1868 amounted to no less than 12,625, and about one-half of these were represented by the unseaworthy, over-laden, or ill-found vessels of the collier class chiefly employed in the coasting trade. It is a common argument to state that it doesn’t pay to lose ships, and that the underwriters for their own protection would see that insurances were not paid on unseaworthy and improperly found ships; but the fact is that the system of underwriting is in a great measure, to blame for the loss of ships and cargoes and consequent destruction—-for no other word can be used—of human life. The system is such that in the event of a wreck the loss to each individual underwriter is too small to make it worth his time and trouble to refuse payment in doubtful and fraudulent oases. The following extracts from a pamphlet written by an underwriter may illustrate ouv uioaningi.Evminpsa wfi daily submit to being defrauded on all sides, and yet have contented ourselves very often with merely lamenting the fact, instead of combining to cope with so great an evil. . . One feels the useless-

ness of contesting even a flagrant case when' themajority of settlements on the policy will be brought against One as "evidence in Court.” The interest of the, underwriter is certainly not to interfere, because his loss is small; he is not strong enough standing alone, he would expose himself to suspicion, and interference would undoubtedly destroy his business. It is often said that, sailors are to blame themselves in a great measure, for they should not go to sea ■ in rotten imseaworthy ships. But it should be remembered that seamen sign their articles beforehand, and often without seeing, or knowing the'ship they are to sail in; they have no, voice in the loading, and if they refuse to sail they can be and often have been sent to gaol for three months. Many of these men have gone to sea, aye, and to death, in spite of the tears and entreaties of wives and sisters, driven-by- one-cause, —and one only,—-the repugnance of respectable men to the degradation of a common gaol. It may be argued that shipowners should interfere, but there is the fact, staring everybody in the face that they don’t. Before insurance was adopted shipowners were careful, but since its adoption a new state of things has arisen, and to meet the urgency of the case. The Merchant Shipping Act of 1876 is a most wise and humane measure. Previous to this legislation a ship might be built in almost any manner: the timber might be utterly unfit,and thequantity used might be utterly inadequate, but still J there was no authority to interfere.., An old ship might; ’ bo bought, utterlyunfit to go to sea,-with-out more being spent in repairs upon her than she wouldhe wbrth when done. Too. rotten for caulking, her opehingseams and rotten timbers might he ,covered oyer by a judicious use of paint. To the dismay of her late owners, she might be prepared for sea; and in spite of every remonstrance she could actually be sent to sea. Men could bo engaged in another port, and, signing articles without seeing their ship, might be brought to where she was lying. She might then be re-christened—-a diabolical baptism indeed !—heavily insured, -loaded, and loaded until her main deck was within a foot or two of ,the water. Then to sea; nobody to prevent it—nay, the' strong arm of the law was ready and willing,,to assist the would-be murderer in sending his floating coffin to sea.- If the ship was lost with all hands, what was the result 1 The owner would realize a large sum of money on his insurance, no questions would be asked, no inquiry would be held as to the end of those : poor unfortunates unless asked for in the High Court of Parliament. There was no Crowner’s quest on “all hands,”, and .until lately the law of Great Britain treated moral manslaughter as justifiable homicide/ People may, and probably will, say. that the picture is overdrawn; but it is, nothing but a horrible fact, ia fact often occurring, often repeated. New Zealand ia but young in its shipping casualties, and wo believe; that taking owners and ships throughout the colony, no such serious charge could be levelled against-them.- History is apt to repeat itself however, and the bare possibility of our picture becoming a fact should be carefully guarded against. .On a recent occasion we felt if our duty to speak as to the condition of a vessel in this port; and if circumstances appear to, require it, wo shall.always do .so without fay.or or fear of the consequences; - But human life should not be dependent on the chance

information of the newspapers, which can .only speak, but can take no action to’ prevent disaster. We hope at an early period next session to see Parliament exercise the ’privilege conferred' upon it by the Imperial Legislature, and adopt the excepted clauses *of the Merchant Shipping Act, or some good and useful substitute.