“16 INVESTIGATION INTO Loss oF g, g, ‘ TITANIO,’”?

BODIES NOT VISYBLE.

The committee directa attention to the fact that Captain Rostron,
of the Carpathia, although four hours in the vicinity of the accident,
saw only one body, and that Captain Lord, of the Californian, who
‘remained three hours in the vicinity of the wreckage, saw none, The
failure of the captain of the Carpathia, of the captain of the Califor-
nian, and of the captain of the Mount Temple to find bodies floati
in that vicinity in the early morning of the day following can only be
accounted for on the theory that those who went down with the ship
either did not rise to the Surface or were carried away or hidden by
the extensive ice floe which during the night came ‘down over the
spot where the ship disappeared, whi i i

found remote from the pl

ferried away from the scene by the currents or by the movement of
the ice,

WIRELESS SERVICE,

Numerous wireless Messages of an official character Were given to
the operator on the Carpathia on Monday morning, April 15, with
explicit instructions from the captain to send them immediately, and,
if necessary, relay through other vessels,

Captain Rostron’s testimony on this point before the committee on
April” 19, 1912, the day following his arrival in New York, is unquali-
ied upon this point, and is ag follows:

From the very commencement I took charge of the whole thing and issued orders
that every. message sent would be sent under my puthonty, and no was to be
sent unless authorized by me. My orders were: First of all, the two official messages,
dhe ie official remseges Re te Cunard Co. gud the White Star Co., a8 regards

'e accident, telling them that ‘ten approximate num! er of passengers aboard
and was returning to New York. ‘That was ol the White Star Co., and the other one
was to our company, of course, talli them that I was proceeding to New York unless
otherwise ordered, and considered New York the best for many considerations,

After those two messages were sent, I sent a presg message to the Associated Press,
Practically in the same words as I had sent to the companies over my signature,

Those rere the three first mroseages that were sent. After these ramses were sent,
We began sending in the names of ¢ first-class passengers, waa by the
on Monday arent. ‘We got the first, and, I think , all the second, off by the Olympic

en We lost 4

I controlled the whole thing through my ordera. I said I placed official m
first. After they had gone anc ; easag, then the names of the =
gers, ‘After the names of the passengers and crow f been sent my orders were to send
all private Messages from the Titanic’s passengers first in the order in which they were
given in to the Purser; no preference to any message.

. The question having arisen as to the anthority exercised over the

operator of the Carpathia, the chairman of the su committee sent the
following cablegram to Captain Rostron:

To Captain Rosrnon,
Steamship " Carpathia,” Gibraltar;
Origi wireless message sent b: Bruce Ismay addressed Islefrank, New York Ci a
immedistory after he boarded Carpazhie Monday Morning, April 15, containing es
words, “Deeply regret advise you T¥tanic san this morning after collision iceberg,
resulting serious loss life. Farther Particulars later,”” signed ruce Iemay, is now in
my Pesccarion. Teme, may under oath Waived eon ea i Sy cable fr uy gone

contents of Message and an: memoranda reon sg) towing hour an. al

when sent by Carpathia operator and through what ship or shore station. Also whether

New Yorx, May 4, 1912,


ata oe et
10 INVESTIGATION INTO Logs oF g, 8, ‘ mrranto,”?

FIRST PRESS REPORT,

This information is contained in a report received by the Associated
Press from Cape Race, and communicated by them to the public, and
also to Vice President Franklin of the White Star Line, and later
Verified from his office in Montreal, as follows (p, 1023):

Carz Race, New Brunswick,
night, April 14,
At 10.25 o'clock to-night the White Star Line steamship Twanic called “O. Q, D.u
to th Marconi wireless station here and ropereg ee i struck an iceberg. The
steamer said that immediate sasistance was required. vee

gfe, apd dat rau SOSH emago Cle, Ting that hay were enkang vy
the head, id that women were beil put off in the lifeboats.
T e atier wan cana cei Wentc’s wi

a ‘# wireless operator reported, and gave
the position of the vessel as 41.46 north latitude and 50.14 west longitude. ’ *
hich im diatste ss reed tat he Was proveding ne, su of ae captain ot
Mm Vise 1e ing for scene ne
whe Virgin an af aidnight a miles distant fron go Titanic and expected
to reach t vessel about 10 a. m. Monday,

24. ut, Monpay,

‘The Olympieat an earl: hour this (Monda; morning was in latitude 40.92 north and
longitude 6a west. she ‘was in colds unication with the Tiwanis and is now

ang a nee AO rported rel ae about 20 mil eat of tho Titanic and
Was making all possible speed toward her. .

‘he last signal from tie Ive eae heard by the Virginian at 12.27 a, ma,

b, @ ire Operator on the Virginian says these signals were blurred and ended

‘abruptly,

VESSELS IN VIoINITy OF STEAMSHIP “Trrayto,”?

At this time the committee thinks it advisable to invite attention
to the reported Positions of the vessels in the vicinity of the Titanic
when her calls of distress wWeresbeing sent out,

The Californian, of the Leyland ine, west-bound, was in latitude
42° 05’ north, longitude 50° 07’ west, and was distant in a northerly

direction 193 'miles according to the captain’s figures (p, 717).

ad
bound, was in latitude 41° 25’ north longitude 51°14’ west, and was
i the tai

about 49 miles to the Westward of nic (pp. 759 and’760) and

on her return to the Titanic’s position Passed an unknown schooner,
The Carpathia, of the Cunard: Line, east bound, was 58 milas away,
and she steered a course north 52° west to reach the Titanic (p. 20).
The Birma, a Russian ship, was 70 mileg off at 12.25 a. m. on Mon-
day, the 15th of April (pp. 780 and 929).
The Frankfurt, of the orth German Lloyd Line, east-bound, was
in latitude 39° 47” north, longitude 52° 10° West, 153 miles to the
southwest (p. 772).

The Virginian at midnight was about 170 miles distant from the
‘itanic (p. 175)

The Baltic, of the White Star Line, east bound, was about 243 miles
southeast of the Titanic’s Position at about 11 o'clock Sunday evening,
Nhe aa ike Whit Star Li bound N

e ic, 0} ite Star Lino, east- ound, at 12.14, New
York time, was abo 512 miles to the westward, in latitude 40° 29°
north, longitude 61° 18” west (p. 771),


ee

62p_ConGREss, SENATE. Report
2d Session. No. 806.

INVESTIGATION INTO LOSS OF S. S. “TITANIC.”

May 28, 1912.—Ordered to be printed.

Mr, Smrrs of Michigan, from the Committee on Commerce, submitted
the following

REPORT.

[Pursuant to 8. Res. 283.]

The Committee on Commerce, which was authorized and directed
to inquire into the loss of the British steamship Titanic, respect-
fully reports that that duty has been performed, and the committee
has reached its conclusions thereon.

The resolution is as follows:

Resolved, That the Committee on Commerce, or a subcommittee thereof, is hereby
authorized and directed to investigate the causes leading to the wreck of the White
Star liner Titanic, with its attendant loss of life so ahocking to the civilized world.

Resolved further, That said committee ora subcommittee thereof is hereby empowered.
to summon witnesses, send for persons and papers, to administer oaths, and to take such
testimony as may be necessary to det ine the responsibility therefor, with a view
to such legislation as may be necessary to prevent, as far as possible, any repetition
of such a disaster. :

Resolved further, That the committee shall inquire particularly into the number of
lifeboatg, life rafta, and life preservers, and other wipment for the protection of the
passengers and crew; the number of persons al e Titanic, whether Passenger
or crew, and whether adequate inspections were made of such vessel, in view of the
large number of American passengers traveling over a route commonly regarded as
dangerous from icebergs; and whether it is feasible for Congress to take steps looking
to an international agreement to secure the protection of sea traffic, including regula-
tion of the size of ships and designation of routes.

Resolved further, That in the report of said committee it shall recommend such leg-
islation as it deem expedient; and the expenses incurred by this investigation
shall be paid from the contingent fund of the Senate upon vouchers to be approved
by the chairman of said committee.

Attest: Onantes G. Bennett, Secretory,

By H. M. Ross, Assistant Secretary.

Accordingly the following Senators were appointed as members of
the subcommittee: William Alden Smith, Michigan, chairman; George
C. Perkins, California; Jonathan Bourne, jr., Oregon; Theodore BE.
Burton, Ohio; F. M. Simmons, North Carolina; Francis G. Newlands,
Nevada; Duncan U. Fletcher, Florida.

WITNESSES EXAMINED.

We examined 82 witnesses upon various phases of this catastrophe,
including the examination of 53 British subjects or residents of Great
Britain and 29 citizens of the United States or residents thereof.

1


INVESTIGATION INTO Loss oF 8, 8, “‘ rrranto,’? 17

relayed through other ship station. Aleo whether operator was forbidden by you to
communicate such message or any other via steamebipe Californian and
Olympic. Also whether oj rator was prevented by you from sen: ‘ing this message or
any other concerning accident. Cable answer collect to me, Washington.
Wiad ALDEN Surrey,
. . irman Senate Subcommittee,
' And received the following reply:

Senator Writ ALDEN Surrz,
Chais Senate Subcommittee, Washingtori: .
Ismay’s telegram begins ‘“‘Islefrank, New York: deeply ret advise Titanic
‘ie moring, 18th atte aa ee Tks ; resulting gertone You of life;

further Particulars later. Bruce Ismay, Exe.” (ends). Purser asked my permission
to send it, which I granted. As it was official message, Ismay mentally very ill at
time, our purser asked him to add last three words; now find eent through Sable Island
i7th April. Message given to Purser afternoon of 15th; purser took message to Operator
Cottam personally and gave my permission to send early a8 possible. I did not
i relaying Message to any ship. On contrary, particularly mentioned doing all
Possible to get official Messages, names of survivors, then survivors’ m es away b»
moet convenient means. By Olympic were sent my messages signed by self to C
Liverpool, and New York, White tar, and press messages, Isma ’s, almost identical
with mine; worked Olympic as long as possible. ,Only messages I prevented sending
were further press messages. -I desire full investigation my actions,

10.40 p. m.

Notwithstanding the specific instructions of the captain to the
wireless operator on the morning of April 15 eRe ing the trans-
mission of Mr. Ismay’s Message to Mr. Franklin in New York,
the evidence shows that the message in question was not receive:
by Mr. Franklin until about 9 o’cloc Wednesday morning, Apri 17,

°
th

Guratrar, May 18, 1918,

Rostron.

e original message, in the possession of the committee, shows that
‘© Message was transmitted from the Carpathia, April 17, via Hali-
fax. Our investigation discloses the fact that the message was de-
livered to Mr. Franklin in New York promptly after its receipt by th
Postal Telegraph & Cable Co. .
The message in question is a§ follows:
Steauenr Carrara, April 17, 1918 (via Halifax).
Tavzrranx, NV. ¥. C.:
ing copy 2 Pot advise her wane sank {his morning, after collision iceberg, result-
Bruce Ismay,
This message was received by Mr. Franklin in New York about
9 a, m. April 17,

PUBLIC INFORMATION.

The record further discloses the first official information con-
een. the disaster communicated to the public by the officials of
the White Star Line was received from Capt. Haddock, of the Olympic,
at 6.16 p.m, Monday, April 15, as follows:

Carpathia reached Titanic's Position at daybreak, Found boats and wre only,
Titanic had foundered about 2.20 a. m. in 41.16 north, 50.14 west. Ail her boats
Sccounted for. About 675 souls saved, crew and passengers, latter nearly all women
and children. Leyland Line steamship Californian remaining and searching position
of disaster. Carpathia returning to New York with survivors; please inform Btnard,

Happocx,

Notwithstanding this information in possession of the officials of
that company, a telegram was sent to epresentative J. A. Hughes,

Se


nse santniaemnsenetiesi eh eeu iach: iit

INVESTIGATION INTO LOSS OF 8. 8, “‘ TITANIC.”” 19

to life boats should be drilled in lowering and rowing the boats,
not less than twice each month and the fact of such drill or practice
should be noted in the log. .

The committee recommends the assignment of passengers and crew
to lifeboats before sailing; that occupants of certain groups of state-
rooms and the stewards of such groups of rooms be assigned to certain
boats most conveniently located with reference to the rooms in
question; the assignment of boats and the shortest route from state-
room to boat to be posted in every stateroom.

The committee recommends that every ocean steamship carrying
100 or more passengers be required to carry 2 electric searchlights.

The committee finds that this catastrophe makes laringly apparent
the necessity for regulation of radiotelegraphy. There must be an
operator on duty at all times, day and night, to insure the immediate
receipt of all distress, warning, or other important calls. Direct com-
munication either by clear-speaking telephone, voice tube, or messen-

er must be provided between the wireless room and the bridge, so
feat the operator does not have to leave his station. There must be
definite legislation to prevent interference by amateurs, and to
secure secrecy of radiograms or wireless messages. There must be
some source of auxiliary poyrer, either storage battery or oil engine,
to insure the operation of the wireless installation until the wireless
room is submerged.

The committee recommends the early passage of S. 6412, already
passed by the Senate and favorably reported by the House.

The committee recommends that the firing of rockets or candles
on the high seas for any other purpose than as a signal of distress be
made a misdemeanor. . .

The committee recommends that the following additional structural
requirements be required as regards ocean-going passenger steamers
the construction of which is begun after this date:

steel ocean and coastwise seagoing ships carrying 100 or more
passengers should have a water-tight skin inboard of the outside plat-
ing, extending not less than 10 per cent of the load draft above the
full-load waterline, either in the form of an inner bottom or of longi-
tudinal water-tight bulkheads, and this construction should extend
from the forward collision bulkhead over not less than two-thirds of
the length of the ship. . .

All steel ocean and coastwise seagoing ships carrying 100 or more
passengers should have bulkheads so spaced that any two adjacent
compartments of the ship may be flooded without destroying the
flotebility or stability of the ship. Water-tight transverse bulkheads
should extend from side to side of the ship, attaching to the outside
shell. The transverse bulkheads forward and abaft the machinery
spaces should be continued water-tight vertically to the uppermost
continuous structural deck. The uppermost continuous structural
deck should be fitted water-tight. Bulkheads within the limits of
the machinery spaces should extend not less than 25 per cent of the
draft of the ship above the load waterline and should end at a water-
tight deck. water-tight bulkheads and decks should be propor-
tioned to withstand, without material permanent deflection, a water

ressure equal to 5 feet more than the full height of the bulkhead.
ulkheads of novel dimensions or scantlings should be testéd by being
subjected to actual water pressure, .


14° INVESTIGATION INTO Loss oF 8, 8, TITANIO,”?

SHIP SINKING.

The ship went down gradually by the bow, assuming an almost
perpendicular position just before sinking at 12.47 a, m., New York
time, April 15. There have been many conflicting statements as to
whether the ship broke in two, but the preponderance of evidence is to
the’ effect that she assumed an almost end-on Position and sank intact.

NO svoTiIoN,

The committee deems it of sufficient importance to call attention to
the fact that as the ship disappeared under the water there was no
apparent suction or unusual cite urbance of the surface of the water.

estimony is abundant that while she was ‘oing down there was not
sufficient suction to be manifest to any of the witnesses who were in
the water or on the overturned. collapsible boat or on the floating
débris, or to the occupants of the lifeboats in the vicinity of the vessel ,
or to prevent those in the water, whether equipped with life belts or

8

not, from easily swimming away from the side while she was
sinking, .

CAPTAIN ROSTRON.

The committee invites For, attention to the course followed by
Captain Rostron, commanding the Ca; ia, Immediately upon the
receipt of the wireless call ‘of distress Captain Rostron gave the
order to turn the ship around and set a definite course toward the
Titanic and instructed the chief engineer to call another watch of
stokers and make all possible Speed to that ship.

Realizing the possib Cy presence of ice, because of the collision, Captain
Rostron doubled his lookouts and exerted extra vigilance, putting an
extra lookout on duty forward and having another officer on the bridge.
The captain immediately instructed the first officer to “ prepare all our
lifeboats and have them all ready for turning outboard.” “He further
sent for the heads of the different departments and issued the follow-
i order, which the committee deem of sufficient importance to quote

‘ull:

m

English doctor, with assistants, to remain in first-class dini; room,
Italian doctor, with assistants, to remain in second-class dinfog room,
Hungarian doctor, with assistants, to remain in third-class dining room,
Each doctor to have supplies of restoratives, stimulants, and everything to hand
for immediate needs of probable wounded or sick, to y
‘ureer, with assistant purser an ief steward, receive the passengers, etc., at
different gangways, controlling our own stewards in assisting Titantc ers to ‘the
rooms, ete.; also to get Christian and surnames of all eurvivors as soon as pos
leas,

abe. son ere rage tewards, and to 1 erage
8 6 Bt master at arms to control our own ste assen-
‘third-class dining hall, and also to keep them out of the
way and off the deck to prevent confusion,
steward: That alt hands would be called and to have coffee, etc., ready to
Serve out to all our crew, :
Have coffee, tea, Soup, etc, in each saloon, blankets in saloons, at the gangways,
and some for the boats,
To see all rescued cared for and immediate wants attended to,
My cabin and all officials’ cabins to be given up. Smoke rooms, library, ete., dining
tooms, would be utilized to accommodate the survivors.
All spare berths in steerage to be utilised tor Titanic’s passengers, and get all our

assengers grouped together,
Stewards to be laced fa each all to reassure o1 own passengers, should th
inquire about note in getting our boats cat etc., or the working of engines, “y



en = — an CaM atest,

6 INVESTIGATION INTO Loss oF g, g, ‘ TITANIC,’?
On board, Saved. ‘Lost,
Wo Wo Wo &
men men
aut | Mem. |Total.) and | aten, | rota! 2S Men, | Total, ved.
chil. chil. chil-
dren,
Passengers:
First class. 156 173 329 16 4 199 nh hg 130 60
Becond ols U7 104 pty lig 4 142 166 a
‘Third class zi} i] 2s 105] oo} ia} uo] a7] 3] 2
‘Total passengers. Ll 2 14 678 833 |...
Crew. 3 a i 5 it 24 3 682 685 ry
531 | 1,692 2,233 374 332 706 4187 | 1,360 | 1,617 32

(See Exhibit B for full names and addresses of Passengers rescued
and passengers lost, p. 43.)

WEATHER CONDITIONS DURING VOYAGE,

During the entire Voyage the weather was clear, with the single
exception of 10 minutes of fog, and the sea was calm throughout
the voyage, with sunshine the whole of each day and bright starlight

every night. No untoward incident marred the trip. Greetings
wore frequently exchanged with passing vessels by appropriate
signals,

I0E WARNINGS,

On the third day out ice warnings were Teceived by the wireless
operators on the ‘itanic, and the testimony is con, lusive that at
least three of these warnings came direct to the commander of the

or of the Baltic is as follows (p. 1061):
Sr “B, »” April 14, 1978,
Capt. Suara, Teenie: BAMSHIP ‘‘Barmic,” April 14

Have had moderate Variable winds and clear fine weather since leaving. Greek
steamer Athinas Teports * posing icebergs and large quantity of field ice to-day in latitude
41.61 north, Hongitude 19.52 weat, Last night we spoke oil tank ‘Deutsches
Stettin to Phi adelphia, not under Control; short of coal; latitude 40,42 north, longi-
tude erp Wishes to be Teported to New York and other steamers. Wish you and
Titan: cess,

. ea muccens, Commanpgr.

The second jnessage was received by the Titanic from the Cali-
Sornian, of the Leyland Line, at 5.35 P. m. New York time, Sunday
afternoon, re orting ice about 19 miles to the northward of the
Gack phish the Titanic was following. This message was as follows

. 735):

itude 42,: 1 i 5 ‘6
of vatit ade 42.3 nore, opgitude 49.9 west. Three large bergs 5 miles to southward
The third mi @ Was transmitted from the Amerika via the
Titanic and Cape Hace to the Hydrographic Office in Washington,


INVESTIGATION INTO Loss oF S. 8. ‘‘ TITANIC.”? 8

INTERNATIONAL MERCANTILE MARINE CO.

Mr. J. Bruce Ismay, of Liverpool, En; land, is president of the
International Mercantile Marine Co., and Mr. P. A. S. Franklin, of
New York City, is vice president of that company in the United
tates.
The board of directors of the International Mercantile Marine Co.
is composed of the following persons:

C. A. Griscom, chairman, J. Bruce Ismay, president.
E. C. Grenfell. Percy Chubb.

John F. Archbold. E. J. Berwind.

John I, Waterbury. Harold A. Sanderson.

The Right Hon. Lord Pirrie. P. A. B, Widener.

George W. Perkins. Charles F. Torrey.

Charles Steele, J. P. Morgan, jr.

The International Mercantile Marine Co., through its various
ramifications and constituent companies, owns the ‘ite Star Line,
the American Line, the Red Star Line, the Atlantic Transport Line,
the National Line, and the majority of the stock of the Leyland Line.

This company is capitalized as follows (in round numbers):

$102,000,000 between the preferred and common shares.
$52,000,000 of 44 per cent bonds.

$19,000,000 (about) of 5 per cent bonds.

$7,000,000 (about) of underlying bonds.

The total stock and bonded liability is about $180,000,000.

This company owns and operates a fleet of about 125 vessels, with
a total of about 1,150,000 tons register, doing a general transoceanic
transportation business throughout the world.

GENERAL PARTICULARS OF STEAMSHIP “TrTANIc,””

The Titanic was built by Harland & Wolff, of Belfast, Ireland.
No restriction as to limit of cost was placed upon the builders.
She was launched May 31, 1911.: She was a vessel of 46,328 tons
register; her length was 882.6 feet, and her breadth was 92.6 feet.
Her boat deck and bridge were 70 feet above the water line. She
was, according to the testimony of President Ismay, “especially
constructed to float with her two largest water-tight compartments
full of water.”

The vessel, fully equipped, cost £1,500,000 sterling, or about
$7,500,000.

At the time of the accident the vessel carried insurance of £1,000,000
sterling or about $5,000,000, the remaining risk being carried by
the company’s insurance fund.

The Titanic was duplicate of the Olympic, which is owned by
the same company, with the single exception of her passenger ac-
commodations, and was built to accommodate 2,599 passengers, with
additional accommodations for officers and crew numbering 903
persons.

TRIAL TESTS STEAMSHIP “TITANTO.”

The committee finds from the evidence that between-six and seven
hours was spent in making trial tests of this vessel at Belfast Lough
on Monday, the Ist day of April last. A few turning circles were
made, compasses adjusted, and she steamed a short time under



2 INVESTIGATION INTO Loss OF s, S. “‘ TITANIC,”

We interrogated 2 general officers of the International Mercantile
Marine Co., which owned the steamship Titanic—J. Bruce Ismay, of
Liverpool, England, president, also a Passenger on the ship on this
voyage, and P. A. S. Franklin, of New York, vice president in the
United States of the International Mercantile Marine Co.; all the sur-
viving officers, 4 in number—Charles Herbert Li htoller, second offi-
cer, of Netley Abbey, Ham shire, England; Third Officer Herbert
John Pitman, of Somerset, ngland; Fourth Officer Joseph Groles
Boxhall, of Hull, England; and Fifth Officer Harold Godfrey Lowe,
of North Wales; and 34 members of the crew, whose names are as

‘ollows:

Andrews, 0. E., assistant steward, 145 Millbrook Road, Southampton,

Archer, Ernest, seaman, 59 Porcheste. Road, Southampton,

Barrett, Frederick, le: ling fireman, Southampton,

Brice, W., seaman, 11 Lower Canal Walh, Southampton,

Bride, H.'S., telegrapher, London, England. .

Bright, A. I-, quartermaster, 105 Firgrove Road Southampton,

Buley, E. J., seaman, 10 Cliff Road, Woolston, outham pton,

Burke, W., saloon steward, 57 Bridge Road Southampton.

Glench, F-, seaman, 10 The Flats Chantry Road. Southampton.

Collins, J., assistant cook, 65 Ballycarry, Belfast.
,A., bedroom etoward, 2 Cranbury Avenue, Southampton,

Crowe, G. F., steward, 89 Milton Road, Southampton

, bedroom steward, 60 Charlton Road, Southampton.

‘aman, 14 Bond Street, Southampton.

Etches, H. 8’, bedroom steward, 23a Gordon Avenue, Southampton.

Fleet, F. lookout (sailor), No. 9’ Norwen Road, Southampton.

Haines, Albert, boatswain’s mate, No. 52 Groves Street, outhampton.

Hardy, J., steward, Oakleigh Holyrood Avenue, Highfield, Southampton,

Hemming, Samuel’S., lamp trimmer, 31 Kingsley Road, Southampton.

Hitchens, Robert, quartermaster, 43 James Street, Southampton.

Hogg, G.'A., lookout (cailor), 44 igh Street, Southampton,

Jones, Thomas, seaman, 68 eafield, Liverpool.

Moore, G., seaman, 51 Graham Road, Southampton.

Olliver, A., quartermaster, 38 Anderson Road, Southampton,

Osman, F., seaman, 43 High Street, Itchen, Southampton.

Perkis, W. A., quartermaster, Victoria Road, Bitterne, Southampton,

Pitman, H. J., third officer, Castle , Somerset, Southampton,

Ray, F. D., saloon steward, Palmer Par! Avenue, Reading.

Rowe, G. T., quartermaster, 63 Henry Street, Gosport.

Symons, G., lookout (sailor), 55 Franchise Street, Weymouth.

Taylor, W. ., fireman, No. 2 Broad Street, Southampton.

Ward, W., saloon steward, 107 Millbrene Road, Southampton.

Wheelton, E., saloon steward, Norwood House, Shireley, Southampton,

Widgery, J. (baths), 25 Rokeby Avenue, Redland, Bristol.

We took the testimony of 21 passengers of all classes (including
President Ismay) and of 23 other witnesses on subjects related to our
inquiry (including Vice President Franklin).

e held our sessions in New York and in Washington, and took
testimony by deposition in other parts of the country and in the
Dominion of Canada.

The results of our investigation may be stated as follows:

OWNERSHIP OF STEAMSHIP “TITANIC.”

Woe find that the Titanic was a White Star steamer and was owned
by the Oceanic Steam Navigation Co., of England, all the stock of
which company is in turn owned by the International N avigation Co,
(Ltd.), of England, and the stock of that company, in turn, is owned
by the International Mercantile Marine Co., an American corporation,



itt sinha

INVESTIGATION INTO Loss oF 8. 8. ‘‘ TITANIC,” 15

To all I strictly enjoined the necessity for order, discipline, and quietness, and to
avoid all confusion.
Chief and first officers: All the hands to be called; get coffee, etc. Prepare and

swing out all boata,

"Alf gangway doors to be opened.

Electric sprays in each vy and over side.

A block with line rove hooked in each ys

A chair sling at each geneway for getting up sick or wounded.

Boatswains’ chairs, pilot ders, and canvas ash bags to be at each gangway, the
canvas ash bags for dren.

falls with both ends clear; bowlines in the ends and bights secured along
ship’s sides for boat ropes or to help the Reople up.

Heaving lines distributed along the ship’s side and gaskets handy near gangways
for lashin; ple in chairs, etc.

Forward lerricks topped and rigged and steam on winches; also told off officers for
different stations and Tor certain eventualities.

Ordered company’s rocketa to be fired at 2.45 a, m. and every quarter of an hour
after to reassure Titanic,

The committee deems the course followed by Captain Rostron of the
Carpathia as deserving of the highest praise an worthy of especial
recognition. Captain Rostron fully realized all the risk involved.
He doubled his lookouts, doubled his fireroom force, and notwith-
standing such risk pushed his ship at her very hest limit of speed
through the many dangers of the night to the relief of the stricken
vessel. His detailed instructions issued in anticipation of the rescue
of the Titanic are a marvel of systematic pre aration and complete-
Ress, evincing such solicitude as calls for the highest commendation.
‘The precautions he adopted enabled him to steer his course between
and around icebergs until ho stopped his engines at 4 o’clock in the
morning in the vicinity of the accident, where he proceeded to pick
up the Titanic’s lifeboats with the survivors.

ON THE SCENE OF THE WRECK.

The first boat was picked up at 4:10 a. m. Monday, and the last of
the survivors was on board by 8.30 4. m., after which Captain Rostron
made arrangements “to hol service, a short prayer of thankfulness
for those rescued, and a short burial service for those who were lost.”
. Upon the arrival of the Californian upon the scene, about 8 o’clock
in the morning, the captain of the Carpathia communicated with her
commander, stating that all of the passengers had been rescued from
the boats but that he thought one was still unaccounted for: and
arrangements were made whereby the Californian made an exhaus-
tive search in the vicinity for this missing boat.

Captain Rostron stated that the Carpathia picked up 15 lifeboats
and 2 collapsible boats. Evidence was given Defoe the committee
by at least one occupant of every lifeboat, satisfying the committee
that the 16 lifeboats with which the Titanic was equipped were all
accounted for. Thirteen of these lifeboats were hoisted on board
and carried to New York by the Carpathia.

After arranging for a thorough search of the vicinit; by the Cali-
fornian, Captain Rostron headed his vessel for New York, reporting
immediately by wireless to the officials of his company in New
York, as follows: :

Nzw York, latitude 41.45: ;, longitude 50.20 west.—. roceeding New York unless
otherwise ordered, with about after having consulted with Mr. Ismay and com-
sidering the circumstances, With so much ice about, consider New York best.
Large number icebergs, and 20 miles field ice with bergs amongst. .



INVESTIGATION INTO Loss oF 8. 8, “ TITANIC,’? 5

diately after embarking the mails and passengers. Her passenger
list was made up as follows:

First-class Passengers who sailed on the Titanic;
a

Women and children. 156
Men. 173
‘Total. 329
—
First-class p: r8, SUTVivors:

Women and childre: - 145
Men... - bf
Total enol eee eeeeeeeececeseseeetecstevevatseseseececeees, 199

First-class passengers lost:
Yyomen and children,
en.

Total

Second-class passengers who sailed on the Titanic:
Yfomen and children.
fen.

Second-class Passengers, survivors:
Yyomen and children.
en.

Second-class passengers 1
Women and children
Men...

Total.........

Third-class passengers who sailed on the
Women and children,
Men...

Total.

Third-class passengers, survivors:
Yyomen and children,
fen.

SUMMARY OF PASSENGERS AND sURVIVORS.
Including the crew, the Titanic sailed with 2 223 persons aboar
5 will

2, ‘d, of
whom 1,517 were lost and 706 were saved. “t be noted in this
connection that 60 Per cent of the first-class passengers were saved,
42 per cent of, the second-class passengers were saved, 25 per cent of

the third-class passengers were saved, and 24 per cent of the crew
were saved, .



62D ConaREss Report
D Coxe SENATE {

“TITANIC” DISASTER

REPORT

OF THE

COMMITTEE ON COMMERCE
UNITED STATES SENATE

PURSUANT TO

S. RES. 283

DIRECTING THE COMMITTEE ON COMMERCE TO INVESTI-
GATE THE CAUSES LEADING TO THE WRECK OF
THE WHITE STAR LINER “ TITANIO”

TOGETHER WITH SPEECHES
THEREON BY

SENATOR WILLIAM ALDEN SMITH
OF MICHIGAN

AND

SENATOR ISIDOR RAYNER
OF MARYLAND

WASHINGTON
GOVERNMENT PRINTING OFFIOE
3912



naan,

8 “INVESTIGATION INTO Logs oF §, g, TITANIC,’?

THE COLLISION.

At 11.46 p. m. ship’s time, or 10.13 P. m. New York time, Sunday
evening, April 14, the lookout signaled the bridge: and telephoned
the officer of the watch, “Iceberg Tight ahead.” “The officer of the
watch, Mr, Murdock, immediately ordered the quartermaster at the
wheel to put the helm “hard astarboard,” and reversed the engines;
but while the sixth officer standing behind the quartermaster at the
wheel reported to officer Murdock “The helm is hard astarboard,”
the Titanic struck the ico (pp. 229 and 450). The impact, while not
violent enough to disturb the ‘assengers or crew, or to arrest the

ip’s progress, rolled the vessel slightly and tore the steel plating
above the turn of the bilge.

FIRST DAMAGE REPORTED,

The testimony shows that coincident with the collision air was heard
Ristling or hissing from the overflow pipe to the forepeak tank, indi-
cating the escape of air from that tank because of the inrush of water.

quarters in No. 1 hold, Leading Fireman Barret saw the water Tush-
ing into the forward fireroom from a tear about two feet above the
stokehold floor Plates and about twenty feet below the water line,
which tear extended two feet into the coal bunker at the forward
end of the second fireroom.

SERIOUS NATURE OF DAMAGE REALIZED,

The reports received by the caitain after Various inspections of the
ship must have acquainted him prom tly with its Serious condition,
and when interrogated by President ‘ay, he so expressed himself,
It is believed, also, that thi serious condition was promptly realized
by the chief engineer and by the builders’ Tepresentative, Mr, An.

‘ews, Done of whom survived,
FLOODING OF THE YzssEL,

Under this added weight of water the bow of the ship sank deeper
and deeper into the water, and through the open hatch lea
from the mail room, and through other o enings, water promptly
overflowed E deck, below which deck the third, fourth, fifth, sixth
fegenth, and eighth transverse bulkherty ended, and thus Hooded
the compartments abaft No. 3 hold,

WATER-TIGHT COMPARTMENTS,

The Titanic wag fitted with 15 transverse water-tight bulkheads,
only 1, the first bulkhead from forward, extended to the upper-
Most continuous deck, O; bulkheads Nos. 2, 10, 11, 12, 13, 14, and
15 extended to the second continuous deck, D; ‘and bulkheads
Nos. 3, 4, 5, 6, 7, 8, and 9 extended only to third continuous



!
5
}
t
{

INVESTIGATION INTO Loss oF 8, 8. ‘‘ TrTANIC,”” vi

D. C., reporting ice about 19 miles to the southward of the course
being followed by the Titanic, and reads as follows (p. 507):

Srzamsmr “Amenrea,” via “Trranto”’ AnD Carz Racz, N. F..

April 14, 1912.
Hyprocrarsio Ovricz, Washington, D. C.:
Amerika passed two large icebergs in 41.27 N., 60.8 W., on the 14th of April.
KN. U.T.

This message was actually received at the Hydrographic Office in
Washington at 10.51 p. m., April 14,

The fourth message was sent to the Titanic at 9.05 p.m. New York
time, on Sunday, the 14th of April, approximately an hour before the

accident occurred. The message reads as follows:

We are stopped and surrounded by ice.
To this the operator of the Titanic replied:
Shut up. Iam busy I am working Cape Race.

While this was the last message sent by the Californian to the
Titanic, the evidence shows that the operator of the Californian kept
the telephones on his head, and heard the Titanic talli to Cape
Race up to within a few minutes of the time of the accident, when he
“put the phones down, took off his clothes, and turned in.”

The Baltic’s operator on that Sunda: overheard ice reports going
to the Titanic from the Prinz Friedrich ‘ithelm, and from the Amerika
(p. 1061), while the Carpathia on the same day overheard the Parisian
talking about ice with other ships (p. 497),

ICE BOTH TO NORTHWARD AND SOUTHWARD STEAMSHIP “CTTTANIO’s”
TRAOK.

This enables the committee to say that the ice positions so
definitely reported to the Titanic just preceding the accident located
ice on both sides of the track or lane which the Titanic was follow-
ing, and in her immediate vicinity. No eneral discussion took place
among the officers; no conference was called to consider these warn-
ings; no heed was given to them. The speed was not relaxed, the
lookout was not increased, and the only vigilance displayed by the
officer of the watch was by instructions to the lookouts to keep “a
sharp lookout for ice.” It should be said, however, that the testi-
mony shows that Capt. Smith remarked to Officer Lightoller, who
was the officer doing duty on the bridge until 10 o’clock ship’s time,
or 8.27 o’clock New York time, ‘If it was in a slight degree hazy
there would be no doubt we should have to go very slowly ” (p. 67),
and ‘‘If in the slightest degree doubtful, let me know.”” The evi.
dence is that it was exceptionally clear. There was no haze, and the
ship’s speed was not reduced.

SPEED.

The speed of the Titanic was gradually increased after leaving
Queenstown. The first day’s run was 464 miles, the second day's
Tun was 519 miles, the third day’s run was 546 miles. Just prior
to the collision the ship Was making her maximum speed of the ‘voy-
age—not less than 21 lmots, or 241 miles per hour.


“4 INVESTIGATION INTO Loss oF 8, 8, ‘ qrTANtO,’?

approximately e full head of steam, but the ship was not driven at
her full speed. One general officar of the steamship company wes on
ard during the tri tests, while the builders ware represented by
Mr. Thomas’ Andrews, who had superintended the building of: the
vessel. Mr. Andrews conducted certain tests at Southampton and
represented the builders both at Southampton and on the first voyage.
ith @ partial crew, the ship sailed from Belfast, immediately after
the trial, for Southampton, where she arrived on Wednesda , April 3,
about midnight. She made fast with her port side to the wharf,
where she remained until April 10, about 12 o’clock noon, when she
sailed for Cherbourg, Queenstown, and New York,

ONLY TWO LIFEBOATS LOWERED.

Many of the crew did not join the ship until a few hours before
sailing, and the only drill while the vessel lay at Southampton or
on the voyage consisted’ in lowering two lifeboats on the starboard
side into the water, which boats ware again hoisted to the boat deck
within a half hour.’ No boat list designating the stations of members
of the crew was posted until several days after sailing from South-
ampton, boatmen being left in ignorance of their Proper stations
until the following Friday morning.

OERTIFIOATE OF BRITISH BOARD OF TRADE,

On Wednesday morning, the day the ship sailed from Southamp-
ton, Capt. Clark, a Tepresentative of the British Board of Trade,
came aboard and, after spending a brief time, issued the necessary
certificate to permit sailing.

Boat davits and lifeboats Of the steamship “Titanic.”

The Titanic was fitted with 16 sets of, double-acting boat davits of
modern type, capable of handling 2 or 3 boats per set of davits.-
The davits were thus capable of handling 48 boats, whereas the ship
carried but 16 lifeboats and 4 egllapsib es, fulfilling all the require-
ments of the British Board of Trade. The Titante was provided
with 14 lifeboats, of capacity for 65 persons each, or 910 persons 3
2 emergency sea boats, of capacity for 35 persons each, or 70 persons;
4 collapsible boats, of capacity for 49 Persons each, or 196 persons.
peel, lifeboat capacity, 1,176. There was ample life-belt equipment
for all. :

DEPARTURE OF THE STEAMSHIP “qrTANio,”

The ship left Southampton Wednesday, April 10, at 12.15 p. m.,
with the ship's complement of officers and ‘crew (see Exhibit Aynum

PASSENGER LIST AND SURVIVORS OF STEAMSHIP “Trranro.’’

The Titanic arrived at Cherbo late the same afternoon. The
Titanic lett Cherbourg and proceeded to Queenstown, Ireland, arriving
there on Thursday about midday, departing for New York imme-



18 INVESTIGATION INTO Loss oF g, 8. “ Trranto.’?
Huntington, W. Va., dated’ New York, April 15, 1912, reading as
follows:

an tarie Proceeding to Halifax, Passengers will Probably land there Wednesday
safe,

Wurrg Srar Live,
8.27 p.m,

' The committee have been unable to fix the identity of the author
of this telegram. Wo find, however, that this message was delivered
to the Western Union branch office, in the same buil ing as the offices
of the White Star Line, 11 Broadway, at 7.51 P. m., on that day, but
are left wholly in doubt as to the person who sent it or the purpose
of the author in sending such a message, ever sent this message,
under the circumstances, is guilty of the most reprehensible conduct,

INFORMATION WITHHELD,

The committe does not believe that the wireless operator on the
ia showed proper igilance in handling the important work
confided to his care after the accident. Information concerning an
accident at sea had been used by a wireless operator prior to this
aceident for his own advantage. “That such Procedure had been per-
mitted by the ‘coni Co, ney have had its effect on this Occasion,
e ni Co. to Permit this practice

and Cai ta subjects the participants to criticism, and the ractice
should be prohibited. The committee are pleased to note that Mr,
‘arconi approves of such prohibition,

RECOMMENDATIONS,

ere is early revision of ing

certificates of forei; countries having inspection laws approximati
ited Staten Dae rs fon of inspore
tion laws of foreign countries along the lines laid down hereina:

of the laws of the United States have been fully complied with.

‘@ committee recommends that sections 4487 and 4488, Revised
Statutes, be so amended as to definitely require sufficient lifeboats
to accommodate every passenger and every member of the crew.
That the importance of this feature is recognized by the steamship

es is indicated by the fact that on many lines steps are being taken

© president of the Internation: Mercantile Marine Co.
italy stated to the committee (p. 985):

We have issued instructions that none Of the ships of our lines shall leave any port

ing more Passengers and crew than they have capacity for in the lifeboats,
Not less than four members of the crew, skilled in handling boats
should be assigned to every boat. All members of the crew assigned


SUBCOMMITTEE OF THE COMMITTEE ON COMMERCE,

WILLIAM ALDEN SMITH, Michigan, Chairman,

GEORGE ©, PERKINS, California. F. M, SIMMONS, North Carolina,
JONATHAN BOURNE, Jn., Oregon.
THEODORE E, BURTON, Ohio,

Ww

DUNCAN U. FLETCHER, Florida,

FRANCIS G, NEWLANDS, Nevada.


INVESTIGATION INTO LOSS OF 8, 8. ‘‘ TITANIC.” ll
STEAMSHIP LIGHT SEEN FROM STEAMSHIP “TITANIC.”

Sixteen witnesses from the Titanic, including officers and experi-
enced seamen, and passengers of sound  pudement, testified to seeing
the light of a ship in the distance, and some of the lifeboats were
directed to pull for that light, to leave the passengers and to return
to the side of the Titanic. ‘The Titanic fired distress rockets and
attempted to signal by electric lamp and Morse code to this vessel.
At about the same time the officers of the Californian admit seeing
rockets in the general direction of the Titanic and say that they
immediately displayed powerful Morse lamp, which could be easily
seen a distance of 10 miles, while several of the crew of the Cali-
Sornian testify that the side lights of a large vessel going at full speed
were plainly visible from the lower deck of the Californian at 11.30
p. m., ship’s time, just before the accident. There is no evidence
that any rockets.were fired by any vessel between the Titanic and
the Californian, although every eye on the Titanic was searching
the horizon for possible assistance.

THE STEAMSHIP ‘‘ CALIFORNIAN’S”’ RESPONSIBILITY.

The committee is forced to the inevitable conclusion that the Cali-
Jornian, controlled by the same company, was nearer the Titanic than
the 19 miles reported by her captain, and that her officers and crew
saw the distress signals of the Titanic and failed to respond to them
in accordance with the dictates of humanity, international usage, and
the requirements of law. The only reply to the distress signals was a
counter signal from a large white light which was flashed for nearly two
hours from the mast of the Californian. In our opinion such conduct,
whether arising from indifference or gross carelessness, is most reprehen-
sible, and places upon the commander of the Californian a graverespon-
sibility. The wireless operator df the Californian was not aroused until
3.30 a. m., New York time, on the morning of the 15th, after consider-
able conversation between officers and members of the crew had taken
place aboard that ship regarding these distress signals or rockets, and
was directed by the chief officer to see if there was anything the mat-
ter, as a ship had been firing rockets during the night (p. 736). The
inquiry thus set on foot immediately disclosed the fact that the Titanic
had sunk. Had assistance been promptly proffered, or had the wire-
less operator of the Californian remained a few minutes longer at
his post on Sunday evening, that ship might have had the proud
distinction of rescuing the lives of the passengers and crew of the

mic.

INTERNATIONAL SIGNALS OF DISTRESS AT SEA.

_ The committee deems it important to emphasize the meaning of
signals of distress and includes in its report the international code,
which is as follows:

Sienaus or Distress.

When a vessel is in distress and requires assistance from other vessels or from the

shore, the following shall be the signals to be used or displayed by her, either together
or separately:


asian -
INVESTIGATION INTO LOSS OF 8. 8. ‘ TITANIC,” 13

boats was about 70 feet above the level of the sea. Had the ship
been rolling heavily the lifeboats as they were lowered would have
swung out from the side of the ship as it rolled toward them and on
the return roll would have swung back and crashed against its side,
It is evident from the testimony that as the list of the Titanic be-
came noticeable the lifeboats scraped against the high side as they
were being lowered. Every effort should be made to improve boat-
handling levices, and to improve the control of boats while being
lowered.

CONFLICT IN LIFEBOAT REPORTS.

In the reports of the survivors there are marked differences of
opinion as to the number carried by each lifeboat. In lifeboat No.
1, for instance, one survivor reports 10 in all. The seaman in charge
reports 7 of the crew and 14 to 20 passengers (p. 574). The officer
who loaded this boat estimated that from 3 to 5 women and 22 men
were aboard (pp. 404 and 405). Accepting the minimum Teport as
made by any one survivor in every boat, the total far exceeds the
actual number picked up by the Carpathia.

NO DISTINCTION BETWEEN PASSENGERS.

The testimony is definite that, except in isolated instances, there
wasno panic. In loading boats no distinction was made between first,
second, and third class passengers, although the proportion of lost is
larger among third-class passengers than in either of the other classes.
Women and children, without discrimination, were given preference.

Your committee believes that under proper discipline the survivors
could have been concentrated into fewer boats after reaching the
water, and we think that it would have been possible to have saved
many lives had those in charge of:boats thus released returned promptly
to the scene of the disaster.

CONDUCT ON LIFEBOATS,

After lowering, several of the boats rowed many hours in the
direction of the lights Supposed to have been displayed by the
Californian. Other boats lay on their oars in the vicinity of the
sinking ship, a few survivors being rescued from the water. After
distributing his passengers among the four other boats which he
had herded together, and after the cries of distress had died away,
Fifth Officer Lowe, in boat No. 14, went to the scene of the wreck
and rescued four living passengers from the water, one of whom after-
wards died in the Tifsbat, but was identified. Officer Lowe then
set sail in boat No. 14, took in tow one collapsible boat, and proceeded
to the rescue of passengers on another collapsible lifeboat.

The men who had taken refuge on the overturned collapsible life-
boat were rescued, including Second Officer Lightoller and passen-
pers Gracie and Tha: er, and Wireless Operators Bride and Phillips,

y lifeboats No. 4 and No. 12, before the arrival of the Carpathia. e
fourth collapsible lifeboat was rowed to the side of the Carpathia, and
contained 28 women and children, mostly third-class assengers, 3
firemen, 1 steward, 4 Filipinos, President’ Ismay, and Mr. Carter, of
Philadelphia, and was in chargo of Quartermaster Rowe.

8. Rept. 806, 62-2——2


CONTENTS.

Report of committee .
Alphabetical list of
‘Alphabetical Hot of iret clas passon

abetical list of first- 5
‘Albhabetical list of first-class murviver®
Summary of first-class passengers.
Tee or eee cloee D arranged alphabetical

ist of second-class passengers arran; p) cal

Liat of second-class passengers rescued by steamship Garpathi
Summary of second-class pi TB.
List of third-class passengers (other than foreign) embarking at Southampton.

List of third-class passengers (Scandinavian and continental) embarked at

Southampton
List of third-class passengers embarked at Cherbourg.
List of third-class passengers embarked at Queenstown .
List of third-class passengers rescued by steamship Carpathia.
Summary of third class passengers.....
Speech of Senator William Alden Smith.
Speech of Senator Isidor Rayner



In raz Sunars oF Tan Unrrep Srarzs,
May 28, 1912,
Ordered, That the speeches of Mr. Smith of Michigan and Mr.
Rayner be printed in connection with the Report on the Titanic

isaster, submitted by the Committee on Commerce, as a public
document,

Attest: Cuas. G. Bennzrr,

Secretary,
By H. M. Rosz,
Assistant Secretary.
a



INVESTIGATION INTO Loss oF s. 8. ‘ qrTaNtc,’”? 9

deck, E. The openings through deck E were not designed for water-
tight closing, as the evidence shows that flooding over deck E con-
tributed largely to the sinking of the vessel. bulkheads above
described divided the ship into 16 main water-tight compartments, and
the ship was so arranged that any 2 main compartments might be
flooded without in any way involving the safety of the ship. As

. before stated, the testimony shows that the § extreme forward

compartments were flooded practically immediately, and under such
circumstances, by reason of the nonwater-tight character of the deck
at which the transverse bulkheads ended, the supposedly water-tight
fopartments were NOT water-tight, and the sinking of the vessel
followed.

DISTRESS CALLS SENT our.

No general alarm was sounded, no whistle blown, and no systematic
warning was given the passengers. Within 15 or 20 minutes the
captain visited | the wireless room and instructed the operator to get
assistance, sending out the distress call, C. Q. D.

DISTRESS CALLS HEAED,

This distress call was hoard by the wireless station at Cape Race
that evening at 10.25 P. m. New York time, together with the report
that she had struck an iceberg, and at the same time was accidentally
overheard by the Mount Tem: le, which ship was immediately turned
around (p. 760) toward the Titanic, Within two or three minutes a
reply was received from the Frankfurt. Within 10 minutes the wire-
less ‘operator of the Carpathia forfunately and largely by chance heard
the Titanie’s C. Q. D. call (pp. 901 and 929), hich © reported at
once to the bridge and to the captain.; The ia wes immediately
turned around (p. 19) and reported her latitude and longitude to the
Titanic, together with the fact that she was steaming full ‘speed
toward the stricken ship (pp. 148 and 901). The Frankfurt, however,
did not give her latitude or longitude, and after waiting 20 minutes
asked the operator of the Titanic, “What is matter?” To this the

time, the answer of the operator of the Titanic was scarcely such ag
prudence would have dictated. Notwithstanding this, however, the

‘rankfurt was overheard by the Mount Temple to report “Our captain
will go for you” ( P. 929). Communication was promptly established
with the Olympic and the Baltic (pp. 151, 158, 901), and the
Caronia, some 800 miles to the eastward, overheard the Titanic’s
C. Q. D. call. The wireless Messages of the Titanic were recorded
in part by the Cape Race station (p. 175) and by the Mount Temple

(p. 929), and in part by the Baltic (pp. 1059 and 1060). The Mount
pimple fast heard the Titanic after the accident at 11.47 p. m. New
ori

time (p. 929). The Baltic and the Carpathia lost touch about
© same time, the last message they received being “Engi

etting flooded” (pp. 107 and 1062). The Virginian last heard the
Tita me's signals at 12.27 New York time, and reported them blurred,
and ending abruptly (p. 175). .



nnn Nii

“12 INVESTIGATION nyTo LOSS oF 5, gs, ‘ TITANIG,’?

cated by NC.
The distant ent 4 i 3 of Square flag, having either above or below it a
a at
(4) The di signal, consi of & cone, point upward, having either above it or
belly it's ball or anything resembling a bail Po ,
(5) 4 continuous sounding with any fog-signa) apparatus,

AT NigHr,
2) A gun or other losive signal fired at intervals of about & minute,
2) Fikes on the vessel (a8 from 9 burning tar barrel, oil barrel, ete.),
(3. Rockets or shells, ‘rowing sam of any color or descr fired one at a time at
(4) A continuous sounding with any fog-signal Spparatus,
STEAMSHIP “rrranto'g!? LIVEBOATS CLEARED Away,

When Captain Smith received the reports as to the water entering

the ship, he promptl gave the order to clear away the lifeboats
(p. 233), and later orders Were given to Put women and children into

o poats, During e ts were fired at frequent
intery, .

,
while on the other side there was almost an equal proportion of men
i childree being given
The failure to utilize all lifeboats to thei
Tecognized capacity for safety unquestionably resulted in the needless
Sacriticg of sever: hundred lives which might otherwise have been
ed.

sav
OA4PACITY oF LIFEBOATS NOT UTILIZED,

é bi
© water at about the time the ship disappeared,
LIFEBOAT DEViogg,
Had the sea been rough it is questionable whether any of the life.
Te

boats of the Titanic would hays ached the water without being
damaged or destroyed. The Point of Suspension of the Titanic’s
RAL cea an oem eer