The Loss of the Jane Vosper (5 page)

‘Then it looks a true bill,’ Brangstrode considered.

Jeffrey shrugged. ‘I’m afraid so. The British Latin States people said they expected to hear from their captain if and when he picked up the men, and I asked Clayton to let me know immediately they rang him. We might hear any time.’

Brangstrode nodded, but for some moments remained silent. Then presently he went on: ‘If this turns out as you say, what becomes of our dividend?’

‘I was considering that when you came in,’ Jeffrey returned. ‘I think,’ and he drifted off into technicalities.

‘I suppose,’ said Brangstrode, when this point had been discussed, ‘there’s no chance of our not being liable? Explosions? That sounds like the engine room? Steam pipes, or boilers, or perhaps a mechanical breakdown? If the accident were due to carelessness or improper management or inferior materials, could we make anything of that?’

Jeffrey shook his head. ‘I doubt it. I should think all those things would be included in the risks we insured against.’

‘What sort are these Southern Ocean people? Know anything about them?’

‘Oh, yes, I think they’re all right. They’ve got a good reputation in the City. A small firm, but quite sound and all that.’

‘Have they only tramps?’

‘As a matter of fact, their boats are liners, not tramps. I used to think all cargo boats were tramps, but they’re not.’ ‘I always thought so myself.’

‘We were both wrong. It appears a liner is a ship which travels backwards and forwards on a regular schedule, as these boats do – between London and Buenos Aires. A tramp is a ship that makes no regular journeys: it will take cargo for anywhere hoping to pick up cargo at that port for somewhere else, and so on. Of course, a liner and a tramp may be structionally similar, and a ship may be a liner at one part of its career and a tramp at another.’

‘I didn’t know that. Well, tramps or liners, are they sound ships?’

‘I think so. The Southern Ocean has had very few accidents. Stewart Clayton’s their manager.’

Brangstrode made a gesture. ‘Clayton? I know him. A good man, I agree.’

‘The ships are reputed to be well built and well found. We made, of course, the usual enquiries about them when we learned they were taking the Bannister stuff. But we’ve come across them several times before. They’ve often carried stuff covered by us.’

‘A small firm, you say?’

‘Yes, as shipping companies go. They’ve got small boats, from two to four thousand tons register. I don’t know how many – not very many, I think. They run three services. London to Buenos Aires, calling at various South American ports; London to the West Indies, calling at several islands, and London to the Central American states, including Mexico.’

‘Freight only?’

‘Yes, they don’t take passengers.’

‘I happen to have met Captain Hassell of the
Jane Vosper
,
’
observed Leatherhead suddenly. ‘I was at their offices on another job. You remember, sir, that railway stuff that we covered for Trinidad? While I was there Captain Hassell came in. Mr Clayton introduced us.’

‘And what did you think of him?’ Brangstrode asked.

‘He seemed to me a thorough good man, sir,’ the chief clerk answered with decision. ‘Of course you can’t be sure in one short interview. But I was very favourably impressed. Quiet and businesslike, he seemed, like a man who wouldn’t lose his head in an emergency.’

‘I wonder who insured the ship?’

Jeffrey shook his head. ‘I’ve no idea. They may be their own insurers for all I know to the contrary.’

‘Not very likely if they’re a small concern.’

‘That’s true. Lloyd’s, then, I expect. We can find out easily enough.’

‘It would be interesting to know.’

Once again the rather desultory conversation turned to their own possible loss. Then after some time Brangstrode raised another point.

‘We surely can’t be the only insurance firm interested? What space would these blessed sets take up?’

Jeffrey turned to the chief clerk. ‘You have the description of them somewhere?’

‘I have it here.’

Jeffrey glanced down the paper Leatherhead handed him, then read: ‘ “Each set consists of one of our
Exo
petrol motors, connected direct with an
Alilo
dynamo, together with a separate switchboard. The sets are packed in strong wooden cases, measuring 2' 0" by 2' 0" by 4' 0".” That would be,’ Jeffrey calculated quickly, ‘16 cubic feet per set, and 350 times 16 – 5600 cubic feet for the lot, or say, a block 20 feet wide, 28 feet long and 10 feet deep. It probably wouldn’t fill one of her holds.’

‘Then she must have been carrying a lot more stuff?’

‘Sure to have been,’ said Jeffrey.

‘That means that other insurance firms are also interested in the loss?’ Jeffrey agreed again.

‘Interesting to find out what other cargo there was and who had covered it,’ Brangstrode said thoughtfully.

Jeffrey’s reply was interrupted by his telephone bell. With a gesture of apology he picked up the receiver. ‘Yes,’ he said, ‘Jeffrey speaking…Oh, they have? I’m glad to hear that… Yes…Yes…No further statement?…What do you think yourself?…On Thursday morning?…Shortly after that, I should think…Then you’ll let me know? Thank you, Clayton, very much.’

Jeffrey put down the receiver. ‘That was Clayton,’ he explained. ‘He says they’ve just had a phone call from the Latin States people. A message has just come in from the captain of the
Barmore
,
saying that he’s picked up the crew of the
Jane
Vosper
. At half past eleven he came in sight of them, and by twelve they were all on board. They reported that the
Jane
Vosper
had gone down a few minutes after they abandoned her, about half past eight this morning. They say that explosions in the hold damaged the hull, and that one watertight compartment was completely flooded and the two adjoining compartments were leaking more quickly than they could pump them out. They’re making no further statement till they reach home, which, it is expected, will be on Thursday morning. Clayton says the Board of Trade enquiry is certain to be held almost at once, and he’ll keep me advised of all that becomes known.’

‘Then she’s gone,’ Brangstrode concluded, ‘and it looks as if our £105,000 is gone with her.’

‘Clayton had no theory as to what might have happened?’ Crewe asked.

‘None whatever; or if he had, he didn’t mention it. No; he seemed as puzzled as I am.’

‘It definitely wasn’t a steam burst, or a mechanical breakdown?’ Crewe went on.

‘Clayton said “Explosions in the hold.” I should have thought if it had been a steam pipe or something like that, he’d have said so.’

‘He might not,’ put in Brangstrode. ‘He mightn’t want to make any admissions. Or rather, the captain mightn’t report it at this stage.’

‘If it had been a boiler,’ Crewe pointed out, ‘some of the stokers would almost certainly have been killed. If it had been a steam pipe, it is unlikely it would have done all that damage to the hull. A broken connecting rod might have swung round and plunged through her bottom, and so might a broken tail shaft. But if any of these things had happened it’s hard to see why the captain would want to keep it a secret.’

‘I’ve heard of the loss of a propeller damaging the stern of a vessel so much that she sank,’ Leatherhead put in.

‘Yes,’ Crewe answered. ‘If damage occurs about the after bulkhead, that’s between the aft hold and the aft peak, so that both those are flooded, the average cargo boat will go down. A passenger boat should float with two adjoining compartments flooded, but not a boat of the type of the
Jane
Vosper
.’

‘You’re quite a sailor,’ Brangstrode intervened.

Crewe laughed. ‘I’m interested, sir,’ he explained. ‘I’ve read a bit about ships.’

‘Passengers are more valuable than freight?’ Leatherhead suggested.

‘I think it’s not that altogether,’ Crewe returned. ‘There are two reasons: first, bulkheads are a nuisance in cargo boats, as they get in the way of stowing the cargo, so they have as few as possible; and second, there are comparatively so few people on a cargo boat, that they have a much better chance of getting away if there’s trouble.’

‘I don’t profess to know anything about the sea,’ said Brangstrode, ‘but I always thought that spontaneous combustion occurred under certain conditions, with probable explosions. Do you know anything about that, Crewe? What about explosions of coal dust in the bunkers?’

Crewe shook his head. ‘I don’t know anything about it, sir. I understand there’s a risk of spontaneous combustion from greasy cotton and other substances. But I don’t know how far there’s danger from coal dust.’

‘That’ll all be cleared up at the enquiry,’ Jeffrey said with some impatience. ‘I don’t see that we’ll gain much by discussing it now.’

‘You’re right, Jeffrey,’ admitted Brangstrode. ‘All the same, I confess to a good deal of interest in the cause of those explosions.’ He paused a moment, then added: ‘So much so that I think we should be represented at the enquiry.’

The others stared. ‘Represented?’ Jeffrey repeated. ‘Represented. Suppose those explosions were not due to what I might call any normal cause: any explainable cause, if you like. Well,’ he shrugged, ‘explosions have been known to occur which damaged insured goods.’

‘You mean,’ Jeffrey said quickly, ‘deliberate? But that wouldn’t affect us. Suppose, if you like, the ship was scuttled. We’d still be liable for our hundred and five thousand.’

‘Possibly,’ Brangstrode admitted, then after a pause added, ‘and possibly not.’

‘Possibly not? I don’t follow you there, sir. What do you mean?’

‘Well,’ Brangstrode shrugged slightly. ‘Suppose a ship is insured and she’s blown up by the owners for the insurance money. If this can be proved, the insurance company doesn’t pay, does it?’

‘Of course not. But the companies that insured the cargo would pay.’

‘Admittedly. But now consider the converse case. Suppose certain cargo was destroyed for the insurance, and suppose as an accidental correlative the ship sank. Who would pay?’

‘I see what you’re suggesting. That if –’

‘I’m suggesting nothing. I’m only pointing out that cases are conceivable in which cargo insured for safe transport by sea, and destroyed
en route
,
need not be paid for.’

Jeffrey shook his head. ‘We’re dealing with Weaver Bannister’s in this matter. They’re a good firm. There’s never been a whisper of anything crooked about them. I see what you mean, but I don’t honestly believe there’s anything in it.’

‘I don’t say there’s anything in it myself. I say we should be represented at the enquiry and be sure.’

‘I wish there was a chance of what you’re hinting at,’ Jeffrey went on with a crooked smile; ‘but really, sir, I’m not with you there. Have you thought what a ghastly crime it would be? Not only the fraud against us, but also against the firms which covered the rest of the cargo and the ship herself. And all that fraud would be the smallest part of it. Why, it might have meant the loss of the whole crew; the
murder
of the whole crew. No, I don’t see Weaver Bannister or anyone else standing for that.’

Brangstrode shrugged. ‘I agree with all that,’ he admitted. ‘All the same, I don’t see that it is any reason against our being represented.’

‘Oh no, I admit that. I expect it would be a wise enough precaution. I suppose Alexander?’

‘I think so. Let’s consult him at all events. What about ringing him up now?’

Herbert Alexander, senior partner of Alexander, Alexander & Phillimore, Solicitors, occupied offices on the eighth floor of the same building as the Land & Sea Insurance Company. Though their practice was nominally general, the partners had specialized largely on insurance law. Nor had they neglected the criminal side of the subject, and they were recognized authorities on insurance frauds, arson, and even murder.

Alexander replied that he was disengaged, and five minutes later he entered the room. He was not unlike the chairman in appearance, tall, aquiline, and with the same suggestion of latent force.

‘You just rang up in time,’ he declared, as he took the armchair Crewe vacated. ‘Another twenty seconds and I should have gone out to lunch.’

‘Sorry for keeping you then,’ Brangstrode returned. ‘Perhaps as I’ve spoiled your plans, you’ll lunch with me afterwards?’

‘I never,’ said Alexander gravely, ‘refuse a good offer. I shall be delighted.’

‘Very good.’ The chairman turned to Jeffrey. ‘Tell him, Jeffrey, will you?’

‘It’s about a consignment of petrol sets Messrs Weaver Bannister of Watford were sending to South America,’ the manager began, and he recounted what had taken place. ‘I think the immediate question is whether you advise our being represented at the Board of Trade enquiry? That’s right, sir?’

‘That’s the point,’ agreed the chairman. ‘It was I who raised it, but I don’t wish to push it against all of you.’

‘There’s been no explanation of these explosions?’ asked Alexander.

‘None,’ Jeffrey answered, ‘but it’s only fair to add that there has been no opportunity to get one.’

The solicitor asked a number of other questions. ‘Quite,’ he concluded. ‘I’ll consider the matter and let you have an opinion. In the meantime and speaking without proper thought, it seems to me that if between this and the enquiry no explanation of the affair is put up which satisfies you people, an attendance at the enquiry would do no harm. In fact it might be better for me to apply to be made a party to it. Under the circumstances this would certainly be granted.’

‘Just what exactly does that mean?’ Brangstrode asked.

‘Well, if for instance an underwriter suspects an insured vessel has been cast away, or a certificated officer wishes to have his character cleared of damaging imputations, he may apply to be made a party to the enquiry. It gives him a
locus standi
and enables him to see that any evidence he wants is called, and so on. In our case it would strengthen our position if we afterwards wished to dispute the claim.’

‘That seems a good idea,’ the chairman approved. ‘I should make the application.’ He looked at Jeffrey, who nodded.