DANGERS OP THE FISHBEIBS. 105 



to see the drifting vessel in time they may succeed in getting clear. Since there is no insurance 

 on cables, there is great reluctance to cut them as long as there is a possible chance of escape 

 from collision in any other way. Then, too, the men feel that if they can hold fast to their 

 anchorage they are safer than they would be if adrift and running the risk of going on the shoals 

 or colliding with other vessels. For these reasons they often refrain from cutting the cables until it 

 is too late, in hopes that the drifting vessel will clear them. Numerous instances are told of cables 

 having been cut only when the approaching vessel was on the top of a wave and the one at anchor 

 was in the hollow of the sea directly under it. At such times a moment's delay would be fatal. 

 There are doubtless many instances of careless negligence in failing to keep a proper watch and in 

 not having the appliances at hand for cutting the cable. Very often the ropes are stiffened with 

 ice and the sails so heavy with snow that it is impossible to raise them in time to avoid disaster, 

 even though there may be time to out the cable. Perhaps, however, the principal cause of disaster 

 is the reckless daring of the fishermen, who persist in remaining at anchor in close proximity to 

 other vessels even when they see the gale is coming, and, by removing their anchorage a short dis- 

 tance, they might greatly lessen the risks of disaster. They are led to remain in the same position, 

 and to take resulting risks, both from the fear of losing an opportunity of securing a fare of fish, 

 and from a dislike to the appearance of timidity. In spite of all the dangers, and the fact that so 

 many vessels of the George's fleet are yearly wrecked, there are many skippers in the service who 

 have never sustained even a serious loss of property. An old Gloucester skipper told us that for 

 24 years he had fished on George's and 'had never lost even a cable. He attributed his good 

 fortune to the fact that in the pleasantest weather he never "turned in" at night without seeing 

 that everything on deck was ready for the most unexpected emergency. The skippers who can 

 boast such a record as this are men usually renowned for prudence, skill, and intelligence. In 

 many instances the greatest care is rendered ineffectual by the recklessness of others. 



Dangers encoxtnteked by the bank fleets ^Vessels fishing on Le Have Bank, the Grand 



Bank, and other banks of this region, are exposed to dangers scarcely less to be dreaded than those 

 which have just been described. On account of the greater depth of the water the likelihood of 

 foundering upon the shoals is less, except in the vicinity of Virgin Eocks and Sable Island. The 

 vessels do not congregate in fleets to such an extent as upon George's, and the peril from collision 

 is therefore less imminent. Although, when the number of vessels engaged is taken into account, 

 the losses in the Bank fishery have not been so numerous as on George's, still there have been several 

 seasons when the losses have been large, as in December, 1876, when twelve saU and one hundred 

 men were lost on Le Have, the Western Bank, and Banquereau; and again in the fall of 1879, when 

 the loss was little less severe. Another element of danger from collision is met with in the Bank 

 fisheries, for in the summer and fall the fishing fleet is located directly in the track of the ocean 

 steamers plying from Europe to the United States. There are few, if any, recorded instances of 

 the destruction of vessels in this manner, but losses have occurred in summer when the weather 

 was pleasant and when the only plausible theory to account fior their loss was that they had been 

 run down by passing steamers. 



Vessels of the Gloucester halibut fleet are accustomed to lie at anchor in winter in water from 

 100 to 200 fathoms deep, and are consequently much more likely to go adrift than the George's- 

 men, which are anchored in water varying in depth from 25 to 35 fathoms. When once adrift, 

 they are obliged to "lie to" in heavy weather, and are exposed to much greater danger than when 

 at anchor. The greatest danger to the drifting vessel is its liability to drift into shallow water 

 and to bring up suddenly by the anchor taking a fresh hold upon the bottom. This often causes 

 them to ship heavy seas or to be knocked down — that is, to be turned over flat on their sides so 



