Thursday, 11 April 2019

LEEDS


A story was sent recently to the editor of that most august Yorkshire newspaper, The Bluffington Post:

Black Prince accused of improper behaviour

“The Black Prince, renowned throughout English history as the epitome of chivalry, who fought alongside his father Edward III in France and made his name at the battles of Crecy in 1346 and Poitiers in 1356, has been labelled in Leeds as a suspected molester of women. Despite having had no connection with Leeds in his lifetime, the Black Prince has sat astride his horse, sword at his side, in Leeds City Square since 1903. Yesterday, early rail commuters crossing the square observed tell-tale footprints leading from the horse to one of the eight naked nymphs on the edge of the square and two muddy palm prints placed upon her breast. Local eyewitnesses say this is not the first time such evidence has been on view. No living soul has ever witnessed the prince get down from his horse, walk across the square and lay a hand on one of the nymphs that border the square and return to his horse. Some Leeds folk interviewed by our reporter expressed sympathy for the poor lad; he has spent a hundred and sixteen years gazing at the eight beauties and some say he should be allowed the odd indiscretion. It seems none of the locals has yet had the temerity to inform the prince, nor the folk interviewed, of the #MeToo movement for fear of being decapitated.”

Whilst the newspaper report is fake, I can assure readers the appearance of footsteps from time to time is true (curiously during student's Rag Week). So what is the relevance of this piece of frippery to the subject of Leeds penned by a sometimes overly serious writer on landscape? The answer is Edward III, father of The Black prince.  All will become clearer when I put the story of Leeds into context. 


Unlike my hometown, Leeds is firmly and defiantly in the north. A different language is spoken up here. A Scouser* in my wife’s family, displaying famous northern bluntness once said “It’s people that matter not places”. When I arrived in Leeds in 1983 for the next stage of my bookselling career I encountered even plainer Loiner speech: “Where there’s muck there’s brass”. Better still is the seventeenth century proverb “muck and money go together”. With a population of three quarters of a million people in just over fourteen hundred square kilometres it could be thought that Leeds people have transcended the land, swamped it and ruined it all in the pursuit of ‘brass’. I don’t agree with the Scouser. Place does matter along with the people, it is of equal importance. Loiners have shown remarkable commercial nouse over six hundred years in exploiting the landscape by the River Aire, but have not despoiled it.

So what has muck, brass and Leeds got in common? The simple answer is considerable. The longer answer is they have been inextricably linked since the reign of King Edward III who did much to help the establishment of the regional sheep and wool industry because Edward required heavy funding to fight his wars in France. Therefore the government and Edward legislated that all overseas trade in certain goods must be transacted by the government (which bought up all England’s wool in partnership with approved merchants) and exported at specific designated market towns or ports. These were called the ‘staple ports’ and in the case of the export of wool, Calais was chosen as the staple port, the only port through which English wool could be exported. This English system remained in place for nearly two centuries, in the process keeping prices high. By the reign of Edward wool was traded successfully on a large scale from Yorkshire when Leeds became am important market centre. When a valuable commodity is regulated and taxed, prices reach upward. High prices enriched the Leeds wool merchants and encouraged them to expand their commercial activities. Wool became very big business. Until the mid twentieth century wool and cloth was a major industry in England and Wales. (By the 1940s with global markets opening up, cheaper imports and the fashion for synthetic materials, for the first time the meat from sheep earned more than the fleece for farmers.)

Leeds lies at the heart of the topography of our overcrowded island of Great Britain. It typifies the attraction of urban centres, which draw increasing numbers of men and women to live and work. They do not farm, they do not tend to nature nor do they work in the woods. In Leeds they make things. As we have seen, Edward III in his fifty-year reign did much to aid the wool industry in Yorkshire. Leeds owes its historical prosperity to sheep. The initial stage of this ‘Northern Powerhouse’ industrial revolution led to machines being required to convert wool to cloth. So casting of metals was established to make the machines. Chemicals, soaps and leathers were also needed for the men and women who made the metals. A Leeds-based industry in furniture was created (Thomas Chippendale was born in 1718 twelve miles away in Otley) to fill the homes of the prospering labour force. Printing and bookselling thrived in the swelling industry of books to entertain and educate the workers and their families. By the mid twentieth century Leeds was a leading British producer of all these commodities and there were more; cardboard boxes, mineral waters, jams, brushes, clocks and watches were all key products made in Leeds.

Now it is a fact that workers love to shop. As far back as 1207 one Ralph Payne who had acquired land bordering the River Aire laid out a new town that had shops. I admire Ralph’s commercial instincts as he set about getting a financial return from his land. He created a market with adjacent “plots for houses, shops and gardens extending on both sides to back lanes. This market place later became known as Briggate, brycg being the Old English word for bridge, and gata the Old Norse for a way or street”. The plots set down on either side of the street were called ‘burgages’. Briggate today is still a magnet for shoppers from all over Britain. It is home to branches of leading fashion stores, coffee houses and hairdressers – just like in the thirteenth century. The street is famously proportioned in that it is one chain wide, a chain being four perches in old money or sixty-six feet in the modern idiom; or more simply the width of a cricket pitch. Now this is not because Yorkshireman Geoffrey Boycott (not a Loiner but Fitzwilliam born) has been around since 1207 – although to some Leeds folk it feels like that – but a perch could be subdivided easily for measuring out the plots for houses and shops.
Lower Briggate 
I have watched people taking a walk up and down Briggate.  Few raise their eyes above shop window level. It is difficult to do otherwise. Retailers compete to attract shoppers with ever more garish and daring window displays. If you do look up you will not see what Leeds looked like many centuries ago. It must be remembered Briggate has been the heart of modern commerce since Edward III’s unwitting gift (of high prices for wool) to the local merchants. Business people down the ages are keen to set fashions. Then as now there was a constant desire to make properties look modern. You will see only building frontages from the seventeenth century and later when the idea of preserving the past took hold. You will see evidence of the burgage plots. Nonetheless you will enter Whitelocks public house, established in 1715, as I did in my first week in the city and then move past Whitelocks to get a sense of what life in the narrow streets was like five hundred years ago.

Whitelocks public house
Where Briggate intersects with Bar Lane I met a Glaswegian named Craig and stopped to talk with him. He was sitting on the pavement, begging for his next cup of tea, or maybe something stronger. He had been homeless for six months since his mother had died and her landlord would not let him remain in the house. So he was evicted and he took to the streets. He bunks down each night with other homeless people under the hot air vents in a cavernous void under the city railway station.
 “The police don’t move us on as they know we can keep warm and we don’t cause anyone any trouble,” Craig told me.
I asked him why he stayed in Leeds. “It’s Spice City to me,” he replied. “Look in any of the alley ways up Briggate and you can find everything you need in life.”
Leeds may be the variety of life but I discovered subsequently that in urban argot ‘spice’ is a word given to synthetic marijuana or fake weed. However, Craig looked perky enough so whichever way you look at it spice were not doing him too much harm.

The fabulous architecture of Leeds commercial buildings has provided space for the creation of world-famous companies. One such became Britain’s favourite shop for ‘smalls’. In 1884 the open market off Briggate housed Michael Marks’ first stall. Ten years later Marks took into partnership with him Thomas Spencer. They operated penny bazaars with a strapline of ‘Don’t ask the price – it’s a penny’. By 1980 Marks and Spencer had become one of the world’s largest retail businesses, fondly referred to by many as Marks and Sparks and where most citizens have at one time or another bought their smalls.
Briggate in 2019
Not far from the birthplace of Marks and Spencer I found the first office of E.J.Arnold, Britain’s leading educational supplier, publisher and printer and a significant competitor of mine in my early career. Established in 1870 at No. 3 Briggate, now a gentleman’s hairdresser, I was amused to see it’s neighbour is a purveyor of sex toys and aids. We in the book trade knew our place. The history of Leeds includes many people who have imprinted their personality on the landscape. Benjamin Gott was one, an industrialist and a millionaire when he died in 1840. His textile factory in Leeds was for a time the largest factory in the world. He was a hugely successful entrepreneur, mayor of the city and benefactor. In his day there were no professional cycling or football teams requiring obscene amounts of sponsorship so he invested in almshouses for the poor. An excellent man, he initiated the city’s philosophical and literary society.

On my arrival in Leeds my first sight of one of the city’s iconic buildings, the town hall filled me with foreboding. It is a stupendous Victorian structure I admit, but it is so severe, so dark and so stark; like a mausoleum. When I searched for some points of human interest, to learn more about the music and the vibes of the city, I uncovered a bizarre legend. North of the town hall is a famous hotel, the Victoria. It is believed that a tunnel linked the buildings for the judges working in the former. My knowledge of judges is that they like a tipple, but their use of the tunnel may not have been for what we think. The Victoria was built to house those with business at the Leeds Assizes. Much later by 1970 The Victoria had become a venue for nascent pop music bands. It gave space for Mark Knopfler, a student at the university and journalist with The Yorkshire Post, to perform and try out his compositions. He also went on to be a global brand. Back across the street in the town hall I heard tell of the Leeds International Piano Competition. Inaugurated in 1961 by three notable local women (Fanny Waterman, Marion, Countess of Harewood and Roslyn Lyons) every three years young pianists from around the world come to Leeds where the winner will perform successfully in the town hall.

Again in 1983 on arriving in Leeds my wife said to me, “Let’s try out some local Yorkshire culture”.
“What shall it be?” I said. “Rugby league or Opera North?” We tried them both and after thirty-six years we still thrill to the works of Verdi, Puccini and Britten. ‘Oop north’ here in Leeds, opera going is inclusive, not just an activity for the elite; after all it lets me in and I am a mere Tony Hancock fan. Opera North’s headquarters, the Romanesque Grand Theatre with a Gothic interior, plays home to yet another piece of auspicious Leeds life.

Like in other British cities over hundreds of years many women and men have adopted this urban Leeds landscape to create innovative industry, commerce and music. The cities swelled with new, wealthier residents whilst the rural villages began to empty. My working life in retailing coincided with a ‘golden age’ of the book business and popular literature. As I have noted before, workers like to shop; they like to be seduced by displays of ‘stuff’ from clothes to food, books and toys. Almost twenty years into the current millennium citizens are looking for a different vibration to support their shopping thrills. The world wide web of things is hooking people. A tangible shop is losing its attraction. Yet when I walk around the Leeds landscape on a Sunday, when most of the city shops are closed, the scene is one of large numbers of citizens enjoying the peace of the inspiring built environment without its weekday revolving doors. Although, Briggate is open. Briggate is swarming with people

The fell tops of my beloved Lake District and Yorkshire Dales have not changed in usage in five thousand years (contrary to the view of trendy ‘re-wilders’ of today, northern hills have been devoid of trees for all this time) and mankind has grazed sheep there ever since. Likewise, since its inception, Briggate in Leeds has not changed in its essential and prime activity of commerce. The common denominator is the people, working the land and tending their flocks in the former; and opening their shops and minding their stock in the latter. Briggate and Leeds would never have prospered without sheep. Sheep and their wool have provided a way of life for English people for ten thousand years since the animal became domesticated.

Late in life I have come to celebrate the sheep and I have adopted Leeds, or Leeds has adopted me. I admire the Loiners who are suspicious “of that lot dahn south” but get on with mankind’s role of adapting their land to make money and enjoy the process. Yet Leeds is not just about industry and old buildings. Down the years the civic authorities have clung tenaciously to their parks. Roundhay, Temple Newsam, Middleton and Gott’s are spacious, urban parks with woodland, lakes and plentiful wildlife. A visit to Roundhay is an essential part of the locals’ weekend activities. It is renowned throughout the north and Yorkshire folk, famously known for being forward, are proud of it. The Skipton born entertainer Charlie Lawson tells of it like this:

A Dales farmer arrived in Leeds to sell his sheep and, wishing to pay a visit to Roundhay Park, he boarded a tram in City Square. When the conductor came for his fare, the farmer said: “Roundhay Park, please.”
“Sorry sir, but this tram is going the wrong way for you,” said the conductor.
“Well, doan’t tell me abaht it, goa tell t’blinkin’ driver,” was the fiery retort.

The natives of Leeds are proud and confident folk. Yet a split in their view about being part of Europe is plainly visible. They collectively and narrowly voted to remain in the European Union at the 2016 referendum. This was contrary to the resulting votes cast by the citizens of the rest of West Yorkshire. May be when they alight from their commuter trains and buses and walk through City Square of a morning they glance up at the Black Prince and are reminded of glorious victories against the French over six hundred years ago, and are eager for another go at the foreigners. For me as a Remainer and an unelected Loiner the value in the wool trade cemented the city’s dependence of business with the rest of Europe. Once the vote was declared I just want to ‘Leave’ and get on with business.

*For international readers a glossary of northern terms may be helpful:

Brass (rhymes with Crass) -  Money
Scouser - a citizen of Merseyside and the Wirral Peninsular
Loiner - a citizen of Leeds
Muck (rhymes with book) - Dirt, manure
Northern Powerhouse - a phrase dreamed up by a former Chancellor of the Exchequer referring to a proposal (from Westminster) to boost economic growth in northern England
Westminster - a place where crazy people work
Geoffrey Boycott - a Leeds based cricketer who has much in common with marmite.
Marmite - a type of savoury spread on bread (loved and hated by equal numbers of people, superior to Vegemite, but notoriously difficult to remove from a crease).
Smalls - underwear and socks.
Oop north - a place that is the centre of the universe to anyone living within 20 miles of the Pennine hills and where normal people live.

Reading one of the following books will enhance an enjoyable visit to Leeds:

Briggate Yards & Arcades; Peter Brears & Kevin Grady; Leeds Civic Trust. 2007
Baines’s Account of the woolen manufacture of England; Edward Baines; David & Charles. 1970
Memoirs of wool, woolen manufacture and the trade (particularly in England); from the earliest to the present times; John Smith. 1765. A ripping good read!



Wednesday, 6 February 2019

Big-Sea-Water


On Friday 5th August 1859 a three-masted steamship, the Admella left the port of Adelaide, South Australia on her fortieth journey to Melbourne in Victoria. She carried eighty-four passengers, twenty-nine crew and seven horses. Deep in her hold was nearly a hundred tons of copper. There were also bags of flour to feed the prospectors in the Victorian goldfields. From this cargo the gold diggers saw not one loaf.

Friday 13th December 1907 was a fateful night for an American ship’s crew, that of the seven-masted steel schooner Thomas W Lawson. She had left an oil refinery south of Philadelphia, Pennsylvania, on 19th November with a crew of eighteen and 58,000 barrels of paraffin oil aboard bound for London. The Thomas W Lawson is forever linked with the first ecological disaster involving spillage of oil from a ship.

The SS Edmund Fitzgerald set sail from Duluth, Minnesota, in the afternoon gloom on 9th November 1975. She was loaded with iron ore destined, via Lake Superior, for an iron works in Detroit. This lakes freighter had numerous nicknames but ‘Pride of the American Side’ does justice to her power, strength and speed. Waves that night nearly twenty feet high accounted for a modern maritime tragedy.

The sinkings of the Admella, the Thomas W Lawson and the Edmund Fitzgerald remind us not only of the little hope of survival men used to have when seascapes turned wild but also gigantic storms and heaving seas often led too often to misery and pain felt by the families of those who died. I have stood on the shores overlooking these three tragedies; my visits to these lonely places have spanned forty-eight years. Each took place in spring sunshine. Yet I could feel the thunderous seas through my toes as my tramp along these shores revealed nature at its cruelest. The English writer, John Fowles, wrote in 1974 of the Isles of Scilly (yet it applies equally to the other two sites) “that these reefs and coasts remain hungry we still have evidence every year”. His words were written only seven years after the infamous wreck of the Torrey Canyon.

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The Admella was close to Carpenter Reef, some thirty-five miles west of the South Australia/Victoria state line, when one of the horses aboard lost its balance in a heavy swell and  fell on to its side. To enable the horse to be put back on its feet Captain McEwan altered the ship’s course. The ship was perilously close to the Cape Banks lighthouse but McEwan inexplicably thought he was far from land. At 5:00 a.m. on 6th August the ship hit Carpenter Reef and keeled over. The three lifeboats were either smashed or lost immediately. By 5:15 a.m. the ship broke into three sections, a number of passengers drowned instantly. At daybreak the survivors glimpsed, across the churning waters, the mainland coast little more than half a mile away. The crew of a sister ship to the Admella passing by in the angry ocean saw nothing and shouts from the survivors went unheard.

Dawn on Sunday 7th August rose over quieter seas. Two of the crew made a raft and struggled successfully to reach the mainland. The land is desolate here, there is little human habitation to be seen today; a hundred and sixty years ago there was none. Through Sunday night Robert Knapman and John Leach trudged through the barren landscape heading for the Cape Northumberland lighthouse twenty-five miles east along the coast. I can only imagine the shuddering sense of disbelief that Knapman and Leach felt when, on reaching the lighthouse on Monday they learned there was no telegraph. However such Australians that do work in the wilderness are made tough; the lighthouse keeper, Ben Germein, set off to ride the eighteen miles to Mount Gambier post office. Yet another delay was forced upon the wretched survivors when Ben’s horse threw him off.
SS Admella on Carpenter Reef
Whilst the drama on land played out the sixty odd survivors aboard portions of the ship were beginning to die of thirst, exhaustion and exposure. On Tuesday, three days after disaster struck, the Northumberland lighthouse keeper together with Knapman and Leach set off back up the coast to the wreck and found one of the Admella’s lifeboats. They set about to try and repair it. On Wednesday one steamship appeared on the scene with the Adelaide pilot boat and another came from Portland. Through that day and the next multiple attempts were made to both fire rocket lines aboard the stricken vessel and to launch the repaired lifeboat but all efforts failed. On Saturday 13th August the pilot boat and the lifeboat struggled through the still raging sea. Ben Germein, now back on the scene, steered the lifeboat and managed to bring aboard Captain McEwan and two passengers. They were taken to the beach. Once more he turned back to the wreck. He succeeded in rescuing one other survivor but on the trip back the boat capsized and the passenger was lost.

The Portland lifeboat was a robust craft. By Saturday night it was able to get close to the wreck and it’s crew could lift off more survivors. Through a number of trips back and forth, by Sunday – an incredible eight days after the shipwreck – the last remaining survivors were brought ashore.

Thirteen passengers, thirteen crew and three horses survived the wreck of the Admella. Visiting a nearby beach at Carpenter Rocks and Portland last year I was humbled by the bravery and fortitude of the passengers on the ship and of the folk on land who bent every sinew to render help. I looked across the southern ocean and thought of the unimaginable pain, suffering and desperation the passengers experienced possibly matched, in a different way, by the anguish felt by the rescuers. Today sections of the meagre landscape overlooking the site of the wreck are planted with pines, others are left to fester in the salty air, whilst the southern ocean forever pounds away at the shoreline. Where modern arboriculture is evident it is leading to the loss of indigenous birdlife. This is a forlorn part of South Australia. Of the few people who once inhabited this land most have gone to the cities in search of work.

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Gentle waves from a deep turquoise sea lap along a rocky beach bathed in brilliant sunshine. Black rocks are visible half a mile away, they lurk like phantoms. In May 2016 I am tramping around the tiny Scillonian island of St. Agnes. The circular walk, at a leisurely pace stopping to enjoy the sight of seabirds soaring and wild flowers bobbing in a gentle breeze, takes two hours with the sea constantly in sight. The land is flat; the highest point is only sixty feet above the seashore. A tiny hamlet of white washed cottages includes a low built church in Lower Town. My tramping party enters. At first there is a familiar church sight - small pews, a pulpit and confined spaces to worship. Then I look up and see a rustic wooden plaque. I read terrible words – of disaster, shipwreck and death. I am transported to be a bystander on St Agnes 13th December 1907:

After helping to prepare the church for Christmas with some village folk I left the squat building in blackness, the wind roaring in my ears. I could hear the storm whistling through the hedges and stunted trees but I could see nothing. Spray from the sea drenched everything in its path inland. Rounding a street corner all of a sudden I heard voices coming towards me. One belonged to Charlie Hicks. He and a bunch of men were shouting something about a ship in trouble. ‘Not another one’ I thought. We had witnessed three wrecks off St Martins the previous summer of 1906 and it seemed we were overdue another disaster on St Agnes. Needing to get back to The Turk’s Head to secure the windows from the gale I then went back to my cottage to shut out the latest storm from my consciousness.

The next morning my imaginary self and the other residents of St Agnes would have discovered the awful story. The Thomas B. Lawson had been making its way just to the south of St. Agnes at Annett. She was caught in the fierce seas and currents. The captain (grandly named George Washington Dow) dropped anchors, amongst the rocks of Minmanueth that he could not have known, to wait for the storm to abate. The lifeboat crews from St Agnes and St Marys were alerted and they made their way to the ship off the North West Porth. Captain Dow refused requests to abandon ship. I can surmise that the local lifeboatmen would have cursed him for a fool as they returned to their ports, the St Agnes boat having left one of their own, William Thomas Hicks, as pilot on board the ship. During the night one anchor broke free. The ship, despite her power and size, was now at the mercy of the tempestuous sea. Dragged onto Shag Rock the seven masts of the ship all snapped, taking with them into the broiling maelstrom most of the crew and “Billy” Hicks. They had all been sent up the rigging ‘for safety’! Fifteen men drowned - what a horrible death. The next day Billy Hick’s son, Frederick Charles Hicks, set out in a pilot gig boat to look for his father. At Hellweather Rock Charlie found not his father but Captain Dow and the ship’s engineer, both alive and clinging miserably to life and rocks with decreasing certainty. Both were saved, the only two survivors of this needless disaster. What thoughts must have gone through Charlie Hicks’ mind when he met the foolhardy captain but no sign of his father.
The Thomas W Lawson
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One Friday evening in late April 1968 I became co-driver of a three quarter race-trimmed MGB Roadster making a non-stop journey from Vancouver on the west coast of Canada to Toronto in Ontario. The objective was to drive the 3,000 miles across the Trans Canada Highway in forty-six hours. We were once stopped by police in Kenora, western Ontario - they use aerial surveillance colleagues to measure car speeds and spot from above - we survived as the car had been mistaken for an identical vehicle involved in a robbery. It took twenty-four hours to drive from Vancouver to the western border of Ontario and a further twenty-four hours to reach Toronto, but my friend Rick, the MGB’s owner, got to his family party on time. We returned a month later at a more leisurely pace and stopped at the industrial border town of Sault Ste. Marie on the Canadian side of Lake Superior. We paused to take in the vastness of the lake and the waterways that feed it. I found it difficult to comprehend that huge merchant vessels steamed from Duluth in Minnesota across the lake, threading their way down through the locks at the split city of Sault Ste. Marie and then on southwestwards to Lake Huron, finally  ending their voyages in Detroit, Michigan, USA.

My contemplation across Lake Superior (‘the big lake they called Gitchee Gumee’) was in benign weather conditions. The water lay smooth and tranquil, silver and black in the mist. The land on the north shore of Superior is covered with forest, home in Hiawatha’s time of the Ojibwe indigenous people. Henry Wadsworth Longfellow’s long poem written in trochaic tetrameter was read to me when I was eight years of age and its rhythm mesmerizes me still:

By the shores of Gitchee Gumee
By the shining Big Sea-Water…
Dark behind it rose the forest
Rose the black and gloomy pine trees

On this land the Great Lake imposes its Big-Sea presence on all who come near. Seven years after my brief May homage to Gitchee Gumee, in November 1975, ‘the gales of November came slashin’. The SS Edmund Fitzgerald had set sail from Duluth in the afternoon gloom on 9th November. She was loaded with iron ore, destined for an iron works in Detroit. This freighter had made the journey across the lake on numerous trips before. But as with the Thomas W. Lawson, the Edmund Fitzgerald was no match for the ‘hurricane west wind’ that tore into her at the eastern end of the lake in the early hours of 10th November. There has never been a conclusive account of why she sank near Whitefish Bay, just fifteen miles from safety at Sault Ste. Marie. Captain McSorley radioed that some of the hatches had been blown off the freighter. Lake water penetrated the hold causing the ship to list so allowing more water in to do its damage. All twenty-nine crew went down with their ship.
The Edmund Fitzgerald
There is a poignant commemoration to this disaster. The Canadian folksinger Gordon Lightfoot’s song, The Wreck of the Edmund Fitzgerald, remains one of the best folk-rock ballads ever recorded. His interest in the families of the men who died keep alive the memory of the ship and its men who sailed her. He spoke for all victims of shipwrecks, never more than for the passengers aboard the Admella for eight days and the crew of the Thomas W Lawson cast upon the black rocks in the English Channel:

Does anyone know where the love of God goes
when the waves turn the minutes to hours?
…and all that remains is the faces and the names
of the wives and the sons and the daughters

Sitting in the comfort of our landlubber’s homes we read every month of natural disasters that kill multiple and unfortunate sacrificial humans. It is a basic instinct to want to know all about the circumstances. Yet we have a terror of being caught in any such circumstance. An aeroplane crash off Guernsey two weeks ago, a terrorist bombing in Iran last week, a fire in a high-rise building in Paris this week – we search ghoulishly for details and think all the while that we are relieved not to be part of it. Drowning may be lead to a quick death but reflect on the lives of the families left behind.
Big-Sea-Water

References:

Longfellow’s Poetical Works of Henry Wadsworth Longfellow
The Wreck of the Edmund Fitzgerald by Gordon Lightfoot from the album, Summertime Dream, 1976
Shipwreck; John Fowles. 1974