The effect of the other torpedo is not entirely clear. If it struck midway between two bulkheads, it is quite likely to have done serious bulkhead injury. The _Lusitania_ was built so as to float with two compartments open to the sea, and with more compartments open she could not stay afloat. As the side coal bunkers are regarded as compartments, the ship could not float with two boiler rooms flooded and also an adjacent bunker, and, therefore, the damage done by one torpedo was enough to sink the ship. To add to the difficulties, all the steam had gone as the result of the explosions, and the ship could not be controlled by her engines. Little, senior Third Engineer, testified that in a few seconds after the explosion the steam pressure fell from 190 to 50 pounds, his explanation being that the main steam pipes or boilers had been carried away. [Sidenote: Engines disabled.] The loss of control of and by the engines resulted in disability to stop the engines, with the result that the ship kept her headway until she sank. That the ship commenced to list to starboard immediately is abundantly established by many witnesses. [Sidenote: The ship's behavior in going down.] Some of the witnesses, (Lauriat and Adams, passengers; Duncan, Bestic, and Johnson, officers,) testified that the ship stopped listing to starboard and started to recover and then listed again to starboard until she went over. This action, which is quite likely, must have resulted from the inrush of water on the port side. There can be no other adequate explanation consistent with elementary scientific knowledge; for, if the ship temporarily righted herself, it must have been because the weight of water on the two sides was equal or nearly so. The entry of water into the port side must, of course, have been due to some rupture on that side. Such a result was entirely possible, and, indeed, probable. The explosive force was sufficiently powerful to blow debris far above the radio wires--i. e., more than 160 feet above the water. The boiler rooms were not over sixty feet wide, and so strong a force could readily have weakened the longitudinal bulkheads on the port side in addition to such injury as flying metal may have done. It is easy to understand, therefore, how the whole pressure of the water rushing in from the starboard side against the weakened longitudinal bulkheads on the port side would cause them to give way and thus open up some apertures on the port side for the entry of water. Later, when the water continued to rush in on the starboard side, the list to starboard naturally again occurred, increased and continued to the end. As might be expected, the degree of list to starboard is variously described, but there is no doubt that it was steep and substantial. [Sidenote: Ports had all been ordered closed.]