Since this special feature was first published here there has been the occasional correspondence from visitors. None
more cogent than from Trevor McVicker who was a quartermaster on the bridge that day. It'll be very noticeable that
Trevor's account differs markedly from what has been previously published.
However, having received this new submission, I am duty-bound to publish it. With the passing of all these witnesses
any conclusions to be drawn will have to be left to the readership's judgement.
A Quartermaster's Report
Trevor McVicker writes:
I was the quartermaster (QM) at the engine room telegraphs on the fateful day. At 3.45pm the RMS Caronia
lay along side the quay at Yokohama, Japan. The ship was being prepared to set sail for her next port of call Honolulu
3,400 miles to the south east.
A number of locals came to the quayside to watch the great liner depart. A local band played mostly American tunes
and the ship's rails were lined by passengers looking forward to a week at sea. At 4pm, the ship's fore and aft
hawsers were released from the shore and pulled on board.
There were two tugs in attendance, one fore, the other aft. As the ship started to move astern assisted by the aft
tug the band started to play “Anchors Aweigh”. After approximately two hundred yards the ship came to a halt.
Problems with a N.Westerly
The forward tug began to swing the ship's bow 90 degrees to port to line the ship up with the centre of the inner
breakwater. However, because of the strong N.Westerly wind on the port side of the ship, the aft tug got into
difficulty trying to keep Caronia's stern steady. It was in danger of capsizing and reluctantly released its tow wire.
A strange decision was then made by the pilot to disengage the remaining tug forward. So here we were, a strong gale
blowing on our port beam and no tugs available to assist us through the gap twixt the inner breakwaters. An order was
given to move slow ahead.
As the ship moved towards the breakwater 150 yards away, the gale appeared to intensify and the ship was pushed to
starboard closer to the southern breakwater with its concrete beacon light at its end. The dangerous drift got worse,
and the QM at the engine room telegraphs was directed to ring full astern two. (An emergency call)
Demolished lighthouse on Yokohama breakwater Photo: Courtesy of Ave QuinNavBar
The “Unwanted” Sail
Trevor continues…
This was applied immediately, and after lengthy seconds the engines responded and the ship slowed, then stopped her
forward movement and started to go astern. After a certain distance the ship was brought to a halt. A further attempt
was made to exit the harbour.
This time the QM at the wheel was told to pull the wheel to port 10 degrees. We started once again and having the
largest single funnel on any ship it acted just like a sail and we were pushed once more to starboard. A further order of
“emergency ring astern” was given and was done immediately.
Unfortunately, this time we were not so lucky, and as is now known, we collided with the breakwater. The captain
consulted the pilot; the two tugs were reinstated and pulled the ship off the southern breakwater and onto the area
between inner and outer breakwaters.
No “Other Vessel” Involved
We immediately took a list of 15 degrees to starboard but it soon corrected itself once the anchor was dropped. No
other ship caused the collision. The Yokohama harbour authorities would not permit a ship entering the inner harbour
whilst a cruise ship like the Caronia was leaving.
It was unfortunate that a number of factors were to blame for the collision, however it does not take away the wonderful
times working on such a great ship. We now know the rest of the bad story. After all these years, it is still very
clear in my mind.
If only we had not had the gale or the tugs had been engaged throughout, and avoided human error it could have been a
different story.
Having already published the accounts from Alex, Len and Ave, I replied with 2 points of concern…
Len Danson makes the point that at some stage a decision was taken on the bridge to stop taking avoiding action because
the consequences could be far worse! Is he correct in this, and what are your recollections?
I take your point about no other vessel being involved, but Alex Bulloch, Len Danson and Ave Quin have all mentioned
this in conversations and reports. You can probably imagine my quandary over this…
I've appended Trevor's response below, to which I will add no further comment.
Caronia “under arrest” at a tanker anchorage beside demolished lighthouse. Photo: Yokohama News
Safety First!
Trevor McVicker replied:
With regards to what Len Dawson stated, at no time did the bridge contemplate any other action - other than making sure
the ship got out of the harbour safely. Unfortunately not having tugs to assist us and the northerly gale blowing
from our port side was taxing all the skill on the bridge to try and get us through.
Even the helmsman was instructed to put 10 degrees port helm on the wheel to assist against our drift to starboard and
the breakwater. With being at the engine room telegraphs, I thought the second order to me to ring the double ring
astern (emergency) was too late!
A Strange Circumstance
Normally a pilot will give instructions to the bridge when entering or leaving harbour. However, whilst leaving
Yokohama this time, it was the captain who gave all the instructions, which seemed strange.
Dealing with the “the other ship” suggestion, as I have already stated there was no other ship entering
the harbour whilst we were leaving. One possibility comes to mind, perhaps those who saw it thought it was underway
yet was actually at anchor while awaiting our exit.
However on the bridge no other ship was seen or discussed as the only thing of importance was getting our ship through
the gap in the breakwater.
Currently
Although the following pages deal with the repairs to Caronia, the story does branch off a little. Yes, Cunard faced
a huge legal bill over this accident, but it appears that the funds going to Japan were not wasted.
According to the Club Hikawamaru Blog the demolished beacon still lives and probably
looks better today than it did since first being built in 1896.
[Left:]
Caronia's former Yokohama target.
The rebuilt beacon today stands as proud as ever
A Lesson?
I wonder if there isn't a lesson to be learned here. How often do you hear of massive fines being imposed upon big
companies? Have you ever wondered into what bottomless pit these funds actually disappear, or to what reparative
use they could or should be put?
