BAND PLAYED TO THE LAST.
Suffering in the Lifeboats--Statement by Ismay--Would not Desert
Husband--Thirty on Raft in Icy Water--Colonel Astor a Hero--Joked Over
Collision--Officer Saves Many Lives.
But another account, compiled from various sources among the survivors
gives somewhat varying angles and supplies quite a few missing details.
At the risk of a few slight repetitions it is given:
Of the great facts that stand out from the chaotic accounts of the
tragedy, these are the most salient:
The death list was increased rather than decreased. Six persons died
after being rescued.
The list of prominent persons lost stood as at first reported.
Practically every woman and child, with the exception of those women
who refused to leave their husbands, were saved. Among these last was
Mrs. Isidor Straus.
The survivors in the lifeboats saw the lights on the stricken vessel
glimmer to the last, heard her band playing and saw the doomed hundreds
on her deck and heard their groans and cries when the vessel sank.
Accounts vary as to the extent of the disorder on board.
Not only was the Titanic tearing through the April night to her doom
with every ounce of steam crowded on, but she was under orders from the
general officers of the line to make all the speed of which she was
capable.
This was the statement made by J. H. Moody, a quartermaster of the
vessel and helmsman on the night of the disaster. He said the ship was
making 21 knots an hour, and the officers were striving to live up to
the orders to smash the records.
“It was close to midnight,” said Moody, “and I was on the bridge with
the second officer, who was in command. Suddenly he shouted ‘Port your
helm!’ I did so, but it was too late. We struck the submerged portion
of the berg.”
“Of the many accounts given by the passengers most of them agreed that
the shock when the Titanic struck the iceberg, although ripping her
great sides like a giant can opener, did not greatly jar the entire
vessel, for the blow was a glancing one along her side. The accounts
also agree substantially that when the passengers were taken off on the
lifeboats there was no serious panic and that many wished ‘to remain on
board the Titanic, believing her to be unsinkable.’”
EXPERIENCES OF PASSENGERS IN LIFE-BOATS.
The most distressing stories are those giving the experiences of the
passengers in lifeboats. These tell not only of their own suffering,
but give the harrowing details of how they saw the great hulk of the
Titanic stand on end, stern uppermost for many minutes before plunging
to the bottom. As this spectacle was witnessed by the groups of
survivors in the boats, they plainly saw many of those whom they had
just left behind leaping from the decks into the water.
J. Bruce Ismay, president of the International Mercantile Marine,
owners of the White Star Line, who was among the seventy odd men
saved; P. A. S. Franklin, vice president of the White Star Line, and
United States Senator William Alden Smith, chairman of the Senate
Investigating Committee, held a conference aboard the Carpathia soon
after the passengers had come ashore.
After nearly an hour, Senator Smith came out of the cabin and said he
had no authority to subpena witnesses at this time, but would begin
an investigation into the cause of the loss of the Titanic at the
Waldorf-Astoria Hotel the next day. He announced that Mr. Ismay had
consented to appear at the hearing, and that Mr. Franklin and the four
surviving officers of the Titanic would appear for examination by the
Senate committee. He said the course the investigation would follow
would be determined after the preliminary hearing.
Senator Smith was questioned as to the speed the Titanic was proceeding
at when she crashed into the iceberg. He said he had asked Mr. Ismay,
but declined to say what Mr. Ismay’s reply was.
Bruce Ismay, chairman of the International Mercantile Marine, gave out
the following prepared statement on the pier:
[Illustration: CHART OF THE NORTH ATLANTIC, SHOWING WHERE THE GREAT
LINER “TITANIC” WENT DOWN.]
“In the presence and under the shadows of a catastrophe so overwhelming
my feelings are too deep for expression in words, and I can only say
that the White Star Line officers and employes will do everything
humanly possible to alleviate the suffering and sorrow of the relatives
and friends of those who perished. The Titanic was the last word in
shipbuilding. Every regulation prescribed by the British Board of Trade
had been strictly complied with. The master, officers and crew were the
most experienced and skillful in the British service.
“I am informed that a committee of the United States Senate has been
appointed to investigate the circumstances of the accident. I heartily
welcome the most complete and exhaustive inquiry, and any aid that I
can render is at the service of the public and of the Governments of
both the United States and Great Britain. Under these circumstances I
must defer making any further statement at this hour.”
Mr. Ismay said informally before giving out his statement that he left
the ship in one of the last boats, one of the collapsible boats on the
port side. This statement, however, as will later appear, is scathingly
denounced by several survivors as untrue.
“I do not know the speed at which the Titanic was going,” said Mr.
Ismay in reply to a question. “She hit the iceberg a glancing blow.”
MR. ISMAY WILL MAKE A COMPLETE STATEMENT.
Mr. Ismay, after his interview with Senator Smith, said that he was
desirous of sailing on the Carpathia the next afternoon. The Carpathia
was scheduled to sail at 4 o’clock. Mr. Ismay assured the Senators,
however, that he would make a complete statement of the catastrophe,
and that if he could not finish in time for the sailing he would change
his plans.
Mr. Ismay then went to his apartments at the Ritz-Carlton.
The arrival of the Carpathia brought a vast multitude of people to
the Cunard docks. They filled the vast pier sheds, and, overflowing
for blocks, crowded the nearby streets in a dense throng. Through it
all the rain fell steadily, adding a funeral aspect to the scene. The
landing of the survivors was attended with little excitement, the crowd
standing in awe-like silence as the groups from the ship passed along.
The docking actually began shortly after nine o’clock and the debarking
of passengers was so quickly disposed of by the waiving of the usual
formality that practically everything had been concluded by 10.30
o’clock. The crowds remained about the pier long after this, however,
to get a glimpse of the rescuing steamer and to hear the harrowing
stories which had been brought back by the ship.
Colonel Archibald Gracie, U. S. A., the last man saved, went down
with the vessel, but was picked up. He was met by his daughter, who
had arrived from Washington, and his son-in-law, Paul H. Fabricius.
Colonel Gracie told a remarkable story of personal hardship and denied
emphatically the reports that there had been any panic on board. He
praised in the highest terms the behavior of both the passengers and
crew and paid a high tribute to the heroism of the women passengers.
Contrary to the general expectation, there was no jarring impact when
the vessel struck, according to the army officer. He was in his berth
when the vessel smashed into the submerged portion of the berg and
was aroused by the jar. He looked at his watch, he said and found it
was just midnight. The ship sank with him at 2.22 A. M. for his watch
stopped at that hour.
WOULD NOT DESERT HER HUSBAND.
“Mrs. Isidor Straus,” he said, “went to her death because she would
not desert her husband. Although he pleaded with her to take her place
in the boat, she steadfastly refused, and when the ship settled at the
head the two were engulfed by the wave that swept her.”
Colonel Gracie told of how he was driven to the topmost deck when the
ship settled and was the sole survivor after the wave that swept her
just before her final plunge.
“I jumped with the wave,” said he, “just as I have often jumped with
the breakers at the seashore. By great good fortune I managed to
grasp the brass railing on the deck above, and I hung on by might and
main. When the ship plunged down I was forced to let go and I was
swirled around and around for what seemed to be an interminable time.
Eventually I came to the surface, to find the sea a mass of tangled
wreckage.
“Luckily I was unhurt and, casting about, managed to seize a wooden
grating floating nearby. When I had recovered my breath I discovered
a larger canvas and cork lifecraft which had floated up. A man, whose
name I did not learn, was struggling toward it from some wreckage to
which he had clung. I cast off and helped him to get on to the raft and
we then began the work of rescuing those who had jumped into the sea
and were floundering in the water.
“When dawn broke there were thirty of us on the raft, standing knee
deep in the icy water and afraid to move lest the cranky craft be
overturned. Several unfortunately, benumbed and half dead, besought us
to save them and one or two made an effort to reach us.
“The hours that elapsed before we were picked up by the Carpathia were
the longest and most terrible that I ever spent. Practically without
any sensation of feeling, because of the icy water, we were almost
dropping from fatigue. We were afraid to turn around to look to see
whether we were seen by passing craft, and when some one who was facing
astern passed the word that something that looked like a steamer was
coming up one of the men became hysterical under the strain. The rest
of us, too, were nearing the breaking point.”
DENIES THAT ANY MEN WERE FIRED UPON.
Colonel Gracie denied with emphasis that any men were fired upon, and
declared that only once was a revolver discharged.
“This was for the purpose of intimidating some steerage passengers,”
he said, “who had tumbled into a boat before it was prepared for
launching. This shot was fired in the air, and when the foreigners were
told that the next would be directed at them they promptly returned to
the deck. There was no confusion and no panic.”
“Before I retired,” said Colonel Gracie, “I had a long chat with
Charles H. Hays, president of the Grand Trunk Railroad. One of the last
things Mr. Hays said was this: ‘The White Star, the Cunard and the
Hamburg-American lines are devoting their attention and ingenuity in
vieing with the other to attain the supremacy in luxurious ships and in
making speed records. The time will soon come when this will be checked
by some appalling disaster.’ Poor fellow, a few hours later he was
dead.”
“The conduct of Colonel Jacob Astor was deserving of the highest
praise,” Colonel Gracie declared. “The millionaire New Yorker,” he
said, “devoted all his energies to saving his young bride, nee Miss
Force, of New York, who was in delicate health.
“Colonel Astor helped us in our efforts to get her in the boat,” said
Colonel Gracie. “I lifted her into the boat, and as she took her place
Colonel Astor requested permission of the officer to go with her for
her own protection.
“‘No, sir,’ replied the officer, ‘not a man shall go on a boat until
the women are all off.’ Colonel Astor then inquired the number of the
boat, which was being lowered away, and turned to the work of clearing
the other boats and in reassuring the frightened and nervous women.
“By this time the ship began to list frightfully to port. This became
so dangerous that the second officer ordered every one to rush to
starboard. This we did, and we found the crew trying to get a boat off
in that quarter. Here I saw that last of John B. Thayer and George B.
Widener, of Philadelphia.”
SPEED KEPT UP DESPITE WARNINGS.
Colonel Gracie said that, despite the warnings of icebergs, no slowing
down of speed was ordered by the commander of the Titanic. There were
other warnings, too, he said. “In the 24 hours’ run ending the 14th,”
he said, “the ship’s run was 546 miles, and we were told that the next
24 hours would see even a better record posted.
“No diminution of speed was indicated in the run and the engines kept
up their steady running. When Sunday evening came we all noticed the
increased cold, which gave plain warning that the ship was in close
proximity to icebergs or icefields. The officers, I am credibly
informed, had been advised by wireless from other ships of the presence
of icebergs and dangerous floes in that vicinity. The sea was as smooth
as glass, and the weather clear so that it seems that there was no
occasion for fear.”
“When the vessel struck,” he continued, “the passengers were so little
alarmed that they joked over the matter. The few that appeared on deck
early had taken their time to dress properly and there was not the
slightest indication of panic. Some of the fragments of ice had fallen
on the deck and these were picked up and passed around by some of the
facetious ones, who offered them as mementos of the occasion.
“On the port side a glance over the side failed to show any evidence
of damage and the vessel seemed to be on an even keel. James Clinch
Smith and I, however, soon found the vessel was listing heavily. A
few minutes later the officers ordered men and women to don life
preservers.”
E. Z. Taylor, of Philadelphia, one of the survivors, jumped into the
sea just three minutes before the boat sank. He told a graphic story as
he came from the Carpathia.
“I was eating when the boat struck the iceberg,” he said. “There was
an awful shock that made the boat tremble from stem to stern. I did
not realize for some time what had happened. No one seemed to know the
extent of the accident. We were told that an iceberg had been struck by
the ship. I felt the boat rise, and it seemed to me that she was riding
over the ice.
ROCKING OVER A VERITABLE SEA OF ICE.
“I ran out on the deck and then I could see ice. It was a veritable sea
of ice and the boat was rocking over it. I should say that parts of the
iceberg were eighty feet high, but it had been broken into sections,
probably by our ship.
“I jumped into the ocean and was picked up by one of the boats. I never
expected to see land again. I waited on board the boat until the lights
went out. It seemed to me that the discipline on board was wonderful.”
A young English woman who requested that her name be omitted told a
thrilling story of her experience in one of the collapsible boats which
had been manned by eight of the crew from the Titanic. The boat was in
command of the fifth officer, H. Lowe, whose actions she described as
saving the lives of many people. Before the lifeboat was launched he
passed along the port deck of the steamer, commanding the people not
to jump in the boats, and otherwise restraining them from swamping
the craft. When the collapsible was launched Officer Lowe succeeded in
putting up a mast and a small sail. He collected other boats together;
in some cases the boats were short of adequate crews, and he directed
an exchange by which each was adequately manned. He threw lines
connecting the boats together, two by two, and all thus moved together.
Later on he went back to the wreck with the crew of one of the boats
and succeeded in picking up some of those who had jumped overboard and
were swimming about. On his way back to the Carpathia he passed one of
the collapsible boats, which was on the point of sinking with thirty
passengers aboard, most of them in scant night-clothing. They were
rescued just in the nick of time.”
Among the first passengers off the Carpathia was Mrs. Paul Schabert,
of Derby, Conn. She said that she had a stateroom on the port side and
had sailed with her brother Phillip. Mrs. Schabert declared that her
brother was saved because she refused to leave him.
IN THE GENERAL PANIC CAME THE CRY, “LADIES FIRST.”
“It was a terrible experience,” Mrs. Schabert added. “I was awakened by
the shock of the collision and went out on deck. There was very little
excitement and persons were coming from their rooms asking what had
happened. Suddenly from the bridge came the cry ‘ladies first.’ This
was the first inkling we had that the ship was in danger. I went back
to my stateroom and dressed and then as I returned to the deck I heard
the horrifying order that women must leave their husbands and brothers.
I refused to leave my brother, and finally he was shoved into the boat
with me.
“Mrs. Isidor Straus, who had a stateroom near me, and with whom I have
frequently talked, declared that under no circumstances would she leave
Mr. Straus. As we pushed away from the Titanic the ship started to go
down and as she disappeared beneath the water Mr. and Mrs. Straus were
standing arm in arm.”
Mrs. D. W. Marvin, who was on a honeymoon trip with her husband, was
almost prostrated when she reached the deck and learned that her
husband had not been picked up by some other boat.
“My God, don’t ask me too much,” she said. “Tell me, have you any news
from Dan? He grabbed me in his arms and knocked down men to get me into
the boat. As I was put in the boat he cried. ‘It’s all right, little
girl; you go and I will stay awhile, I’ll put on a life preserver and
jump off and follow your boat.’ As our boat shoved off he threw a kiss
at me and that is the last I saw of him.”
Edward Beane, of Glasgow, Scotland, who, with his wife, occupied a
stateroom in the second cabin, declared that fifteen minutes after the
Titanic hit the iceberg there was an explosion in the engine room,
which was followed in a few minutes by a second explosion.
FALSE REPORT OF PASSENGERS BEING SHOT.
“The stern of the boat floated for nearly an hour after the bow was
submerged,” said Mr. Beane, “and then went down. I heard a report that
two steerage passengers were shot by the officers when they started to
crowd in the boats, but later this was denied.”
Max Frolicher-Stehli, who, with his wife and his daughter Margaret, was
on the way to this city to visit a brother, said:
“My wife and two women entered one of the first boats lowered. Twelve
men, including myself, were standing near and as there were no other
women passengers waiting we were ordered to get in. The sea was calm.
We were rowed by four seamen, one of whom was in charge.
“The order maintained on the Titanic was what I would call remarkable.
There was very little pushing and in most cases it was the women who
caused the commotion by insisting that their husbands go with them into
the lifeboats. As a rule the men were very orderly. It was not until we
had left the ship that many of the women showed fright. From that time
on, however, they filled the air with shrieks.”
The following statement issued by a committee of the surviving
passengers was given the press on the arrival of the Carpathia.
“We, the undersigned surviving passengers from the S. S. Titanic, in
order to forestall any sensational or exaggerated statements, deem it
our duty to give the press a statement of facts which have come to our
knowledge and which we believe to be true.
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.