78 F. 653 | S.D.N.Y. | 1897
The above petition was filed to limit the liability of the petitioning company, owner of the steamship Mexico, for damages occasioned by a collision between her and the steamer Nansemond at about half past 2 a. m. of December 21, 1895, to the southward of Oruba Light, near the Gulf of Venezuela, through which the Nansemond and her cargo became a total loss, and her master and others of her crew were drowned.
The Mexico was an iron vessel of 1,359 tons register and 331 feet long, bound from Puerto Caballo to Savanilla, and until shortly before the collision was on a course of N., 70° W. The Nansemond was a wooden steamer, from Wilmington, Del., 165 feet long and of
The above general account, of the Nansemond’s navigation, incredible almost as it may seem, is so clearly established by the testimony on both sides, that it must be held to be substantially true. 1 can find only two suggestions in the testimony for even a partial explanation: First, that the master had been drinking, as appears from the testimony of his engineer, who says, “I smelled it oil him that night in the engine room door;” and next, the fact that it was near the time for the usual change of the Nansemond’s course to southward, and that the master might, therefore, have thought that he would haul off to the southward, across the course of the Mexico, even after the vessels were showing green to green, so that their courses had become entirely safe, and all danger of collision from the original crossing courses had ended.
But these suggestions do- not afford the least justification to the Nansemond. Having crossed the Mexico’s course from port to starboard, certainly at a distance of from half a mile to a mile, and showing green to green, it was the Nansemond’s plain duty to continue green to green until the vessels had passed each other. The final order, “hard a-port,” very shortly before collision, was one of extreme recklessness, and was at the Nansemond’s sole risk.
The testimony of the engineer of the Nansemond shows still another gross fault on the Nansemond’s part:, which made reversal impossible when reversal was necessary, for the reversing gear had been made fast by a clamp to the rock arm, which would require from one to five minutes to release after notice to reverse. In consequence of this clamping, the signal of the master of the Nanse-mond to reverse his engine could not be obeyed.
I do not see how any fault can be imputed to the Mexico. As the hull of the Nansemond could not be seen from the Mexico in (he darkness, and the vessels were showing green to green for a considerable time, there was no reason for any apprehension on the part of the Mexico, and therefore no reason for her slackening speed until the red light of the Nansemond suddenly appeared but a few hundred feet distant, broad off on the Mexico’s starboard bow. So extraordinary and unaccountable a maneuver might well be bewildering. From a position of apparent absolute safety, collision within less than a minute was suddenly threatened. Whether in this sudden emergency the course taken by the Mexico’s officers was actually the best possible or not, she is not responsible for the result. The Nansemond wras then so near that it was apparently impossible for the Mexico to avoid her by stopping and reversing. Her only possible chance of escape seemed to be by doing what
“In view of the recklessness with which the steamer was navigated that evening, it is no more than just that the evidence of contributory negligence on the part of the sailing vessel should be clear and convincing. Where fault on the part of one vessel is, of itself, sufficient to account for the disaster, it is not enough for.such vessel to raise a doubt with regard to the management of the other vessel. There is some presumption, at least, adverse to its claim, and any reasonable doubt with regard to' the propriety of the conduct of such other vessel should be resolved in its favor.”
And see The City of Paris, 9 Wall. 634; The John L. Hasbrouck, 93 U. S. 405; The Maggie J. Smith, 123 U, S. 349, 8 Sup. Ct. 159; The Blue Jacket, 144 U. S. 371, 12 Sup. Ct. 711; The Delaware, 161 U. S. 459, 16 Sup. Ct. 516; The Ludvig Holberg, 157 U. S. 60, 70, 15 Sup. Ct. 477; The E. A. Packer, 49 Fed. 92; The Bywell Castle, 4 Prob. Div. 219.
The counsel for the claimants has presented many ingenious suggestions for holding the Mexico partly do blame. But in the light of the principal faults, as to the navigation of the Nansemond, which are clearly shown by her own witnesses, I see no sufficient ground for holding the Mexico in fault. The story of her officers seems to me in every way consistent, natural and probable; there is no reason to discredit its general correctness. The fault of the Nanse-mond is clear and gross; and it seems clear to me that when the Nansemond’s red light appeared the situation was in extremis.
A decree should be entered finding that the Mexico was without fault.