the law did in fact deal with it as if it were alive, but that it
was reasonable that the law should do so. The reader will observe
that they do not say simply that it is reasonable on grounds of
policy to [30] sacrifice justice to the owner to security for
somebody else but that it is reasonable to deal with the vessel
as an offending thing. Whatever the hidden ground of policy may
be, their thought still clothes itself in personifying language.

Let us now go on to follow the peculiarities of the maritime law
in other directions. For the cases which have been stated are
only parts of a larger whole.

By the maritime law of the Middle Ages the ship was not only the
source, but the limit, of liability. The rule already prevailed,
which has been borrowed and adopted by the English statutes and
by our own act of Congress of 1851, according to which the owner
is discharged from responsibility for wrongful acts of a master
appointed by himself upon surrendering his interest in the vessel
and the freight which she had earned. By the doctrines of agency
he would be personally liable for the whole damage. If the origin
of the system of limited liability which is believed to be so
essential to modern commerce is to be attributed to those
considerations of public policy on which it would now be
sustained, that system has nothing to do with the law of
collision. But if the limit of liability here stands on the same
ground as the noxoe deditio, confirms the explanation already
given of the liability of the ship for wrongs done by it while
out of the owner's hands, and conversely existence of that
liability confirms the argument here.