WARNING TOO LATE TO AVOID COLLISION.
“On Sunday, April 14, 1912, at about 11.40 P. M., on a cold, starlight night, in a smooth sea and with no moon, the ship struck an iceberg which had been reported to the bridge by the lookouts, but not early enough to avoid collision. Steps were taken to ascertain the damage and save passengers and ship. Orders were given to put on life belts and the boats were lowered. The ship sank at about 2.20 A. M. Monday and the usual distress signals were sent out by wireless and rockets fired at intervals from the ship. Fortunately the wireless message was received by the Cunard’s S. S. Carpathia, at about 12 o’clock, and she arrived on the scene of the disaster at about 4 A. M. Monday.
“The officers and crew of the S. S. Carpathia had been preparing all night for the rescue and comfort of the survivors, and the last mentioned were received on board with the most touching care and kindness, every attention being given to all, irrespective of class. The passengers, officers and crew gave up gladly their staterooms, clothing and comforts for our benefit, all honor to them.
“On the boat at the time of the collision was: First class, 330; second class, 320; third class, 750; total, 1400; officers and crew, 940; total, 2340. Of the foregoing about the following were rescued by S. S. Carpathia:
“First class, 210; second class, 125; third class, 200; officers, 4; seamen, 39; stewards, 96; firemen, 71; total, 210 of the crew. The net total of 745 saved was about 80 per cent. of the maximum capacity of the lifeboats.
“We feel it our duty to call the attention of the public to what we consider the inadequate supply of life-saving appliances provided for on modern passenger steamships, and recommend that immediate steps be taken to compel passenger steamers to carry sufficient boats to accommodate the maximum number of people carried on board.
“The following facts were observed and should be considered in this connection: The insufficiency of lifeboats, rafts, etc.; lack of trained seamen to man same (stokers, stewards, etc., are not efficient boat handlers); not enough officers to carry out emergency orders on the bridge and superintend the launching and control of lifeboats; absence of searchlights.
“The board of trade rules allow for entirely too many people in each boat to permit the same to be properly handled. On the Titanic the boat deck was about 75 feet above water, and consequently the passengers were required to embark before lowering boats, thus endangering the operation and preventing the taking on of the maximum number the boats would hold. Boats at all times to be properly equipped with provisions, water, lamps, compasses, lights, etc. Life-saving boat drills should be more frequent and thoroughly carried out; and officers should be armed at boat drills. Greater reduction in speed in fog and ice, as damage if collision actually occurs is liable to be less.
“In conclusion, we suggest that an international conference be called to recommend the passage of identical laws providing for the safety of all at sea, and we urge the United States Government to take the initiative as soon as possible.”
The statement was signed by Samuel Goldenberg, chairman, and a committee of passengers.
CHAPTER IV.
NEGLECT CAUSED DISASTER.
Tardy Answer to Telephone Call—Lookout’s Signals Not Answered—Ship Could Have Been Saved—Three Fatal Minutes—Ismay Accused—Women Help With Oars—Ship Broken in Two—Band Played Till Last.
The trifle of a telephone call hardly answered sent the Titanic to the bottom of the Atlantic, occasioned the greatest marine disaster in history and shocked all civilized nations.
This, at least, is the tale told by sailors of the ill-starred Titanic, brawny seamen who only lived to tell it because it happened in the line of their duty to help man the boats into which some of the Titanic’s passengers were loaded.
But the telephone call that went unanswered for probably two or three minutes, none can tell the exact time, was sent by the lookout stationed forward to the first officer of the watch on the bridge of the great liner on the maiden voyage.
The lookout saw a towering “blue berg” looming up in the sea path of the Titanic, the latest and proudest product of marine architecture, and called the bridge on the ship’s telephone.
When after the passing of those two or three fateful minutes an officer on the bridge of the Titanic lifted the telephone receiver from its hook to answer the lookout it was too late. The speeding liner, cleaving a calm sea under a star-studded sky, had reached the floating mountain of ice, which the theoretically “unsinkable” ship struck a crashing, if glancing, blow with her starboard bow.
Had the officer on the bridge, who was William T. Murdock, according to the account of the tragedy given by two of the Titanic’s seamen, known how imperative was that call from the lookout man, whose name was given as Fleet, the man at the wheel of the world’s newest and greatest transatlantic liner might have swerved the great ship sufficiently to avoid the berg altogether or at the worst would have probably struck the mass of ice with her stern and at much reduced speed.
For obvious reasons the identity of the sailormen who described the foundering of the Titanic cannot be divulged. As for the officer, who was alleged to have been a laggard in answering the lookout’s telephone call, harsh criticism may be omitted.
Murdock, if the tale of the Titanic sailor be true, expiated his negligence, if negligence it was, by shooting himself within sight of all alleged victims huddled in lifeboats or struggling in the icy seas.