SINKING OF THE TITANIC

AND GREAT SEA DISASTERS

By Various

Edited by Logan Marshall

Pre-Frontispiece Caption: THE TITANIC

The largest and finest steamship in the world; on her maiden voyage, loaded with a human freight of over 2, 300 souls, she collided with ahuge iceberg 600 miles southeast of Halifax, at 11. 40 P. M. Sunday April14, 1912, and sank two and a half hours later, carrying over 1, 600 ofher passengers and crew with her. 

Frontispiece Caption: CAPTAIN E. J. SMITH

Of the ill-fated giant of the sea; a brave and seasoned commander whowas carried to his death with his last and greatest ship. 

Sinking of the Titanic and Great Sea Disasters

A Detailed and Accurate Account of the Most Awful Marine Disaster inHistory, Constructed from the Real Facts as Obtained from Those on BoardWho Survived.......... 

ONLY AUTHORITATIVE BOOK

INCLUDING Records of Previous Great Disasters of the Sea, Descriptionsof the Developments of Safety and Life-saving Appliances, a PlainStatement of the Causes of Such Catastrophes and How to Avoid Them, theMarvelous Development of Shipbuilding, etc. 

With a Message of Spiritual Consolation by REV. HENRY VAN DYKE, D. D. 

EDITED BY LOGAN MARSHALL

Author of "Life of Theodore Roosevelt, " etc. 

ILLUSTRATED With Numerous Authentic Photographs and Drawings

Dedication

To the 1635 souls who were lost with the ill-fated Titanic, andespecially to those heroic men, who, instead of trying to savethemselves, stood aside that women and children might have their chance;of each of them let it be written, as it was written of a GreaterOne--"He Died that Others might Live"

"I stood in unimaginable trance And agony that cannot beremembered. "--COLERIDGE

Dr. Van Dyke's Spiritual Consolation to the Survivors of the Titanic

The Titanic, greatest of ships, has gone to her ocean grave. What hasshe left behind her? Think clearly. 

She has left debts. Vast sums of money have been lost. Some of them arecovered by insurance which will be paid. The rest is gone. All wealth isinsecure. 

She has left lessons. The risk of running the northern course when itis menaced by icebergs is revealed. The cruelty of sending a ship tosea without enough life-boats and life-rafts to hold her company isexhibited and underlined in black. 

She has left sorrows. Hundreds of human hearts and homes are in mourningfor the loss of dear companions and friends. The universal sympathywhich is written in every face and heard in every voice proves that manis more than the beasts that perish. It is an evidence of the divine inhumanity. Why should we care? There is no reason in the world, unlessthere is something in us that is different from lime and carbon andphosphorus, something that makes us mortals able to suffer together--

 "For we have all of us an human heart. "

But there is more than this harvest of debts, and lessons, and sorrows, in the tragedy of the sinking of the Titanic. There is a great ideal. It is clearly outlined and set before the mind and heart of the modernworld, to approve and follow, or to despise and reject. 

It is, "Women and children first!"

Whatever happened on that dreadful April night among the arctic ice, certainly that was the order given by the brave and steadfast captain;certainly that was the law obeyed by the men on the doomed ship. Butwhy? There is no statute or enactment of any nation to enforce such anorder. There is no trace of such a rule to be found in the history ofancient civilizations. There is no authority for it among the heathenraces to-day. On a Chinese ship, if we may believe the report of anofficial representative, the rule would have been "Men First, childrennext, and women last. "

There is certainly no argument against this barbaric rule on physical ormaterial grounds. On the average, a man is stronger than a woman, he isworth more than a woman, he has a longer prospect of life than a woman. There is no reason in all the range of physical and economic science, no reason in all the philosophy of the Superman, why he should give hisplace in the life-boat to a woman. 

Where, then, does this rule which prevailed in the sinking Titanic comefrom? It comes from God, through the faith of Jesus of Nazareth. 

It is the ideal of self-sacrifice. It is the rule that "the strongought to bear the infirmities of those that are weak. " It is the divinerevelation which is summed up in the words: "Greater love hath no manthan this, that a man lay down his life for his friends. "

It needs a tragic catastrophe like the wreck of the Titanic to bring outthe absolute contradiction between this ideal and all the counsels ofmaterialism and selfish expediency. 

I do not say that the germ of this ideal may not be found in otherreligions. I do not say that they are against it. I do not ask any manto accept my theology (which grows shorter and simpler as I grow older), unless his heart leads him to it. But this I say: The ideal that thestrength of the strong is given them to protect and save the weak, the ideal which animates the rule of "Women and children first, " is inessential harmony with the spirit of Christ. 

If what He said about our Father in Heaven is true, this ideal issupremely reasonable. Otherwise it is hard to find arguments for it. Thetragedy of facts sets the question clearly before us. Think about it. Isthis ideal to survive and prevail in our civilization or not?

Without it, no doubt, we may have riches and power and dominion. Butwhat a world to live in!

Only through the belief that the strong are bound to protect and savethe weak because God wills it so, can we hope to keep self-sacrifice, and love, and heroism, and all the things that make us glad to live andnot afraid to die. 

HENRY VAN DYKE. 

PRINCETON, N. J. , April 18, 1912. 

CONTENTS

CHAPTER I FIRST NEWS OF THE GREATEST MARINE DISASTER IN HISTORY

"The Titanic in collision, but everybody safe"--Another triumph setdown to wireless telegraphy--The world goes to sleep peacefully--The sadawakening

CHAPTER II THE MOST SUMPTUOUS PALACE AFLOAT

Dimensions of the Titanic--Capacity--Provisions for the comfortand entertainment of passengers--Mechanical equipment--The army ofattendants required

CHAPTER III THE MAIDEN VOYAGE OF THE TITANIC

Preparations for the voyage--Scenes of gayety--The boat sails--Incidentsof the voyage--A collision narrowly averted--The boat on fire--Warned oficebergs

CHAPTER IV SOME OF THE NOTABLE PASSENGERS

Sketches of prominent men and women on board, including Major ArchibaldButt, John Jacob Astor, Benjamin Guggenheim, Isidor Straus, J. BruceIsmay, Geo. D. Widener, Colonel Washington Roebling, 2d, Charles M. Hays, W. T. Stead and others

CHAPTER V THE TITANIC STRIKES AN ICEBERG!

Tardy attention to warning responsible for accident--The danger notrealized at first--An interrupted card game--Passengers joke amongthemselves--The real truth dawns--Panic on board--Wireless calls forhelp. 

CHAPTER VI "WOMEN AND CHILDREN FIRST"

Cool-headed officers and crew bring order out of chaos--Filling thelife-boats--Heartrending scenes as families are parted--Four life-boatslost--Incidents of bravery--"The boats are all filled!"

CHAPTER VII LEFT TO THEIR FATE

Coolness and heroism of those left to perish--Suicide ofMurdock--Captain Smith's end--The ship's band plays a noble hymn as thevessel goes down. 

CHAPTER VIII THE CALL FOR HELP HEARD

The value of the wireless--Other ships alter their course--Rescuers onthe way. 

CHAPTER IX IN THE DRIFTING LIFE-BOATS

Sorrow and suffering--The survivors see the Titanic go down with theirloved ones on board--A night of agonizing suspense--Women help torow--Help arrives--Picking up the life-boats. 

CHAPTER X ON BOARD THE CARPATHIA

Aid for the suffering and hysterical--Burying the dead--Vote ofthanks to Captain Rostron of the Carpathia--Identifying thosesaved--Communicating with land--The passage to New York. 

CHAPTER XI PREPARATIONS ON LAND TO RECEIVE THE SUFFERERS

Police arrangements--Donations of money and supplies--Hospital andambulances made ready--Private houses thrown open--Waiting for theCarpathia to arrive--The ship sighted!

CHAPTER XII THE TRAGIC HOME-COMING

The Carpathia reaches New York--An intense and dramaticmoment--Hysterical reunions and crushing disappointments at thedock--Caring for the sufferers--Final realization that all hope forothers is futile--List of survivors--Roll of the dead. 

CHAPTER XIII THE STORY OF CHARLES F. HURD

How the Titanic sank--Water strewn with dead bodies--Victims met deathwith hymn on their lips. 

CHAPTER XIV THRILLING ACCOUNT BY L. BEASLEY

Collision only a slight jar--Passengers could not believe the vesseldoomed--Narrow escape of life-boats--Picked up by the Carpathia. 

CHAPTER XV JACK THAYER'S OWN STORY OF THE WRECK

Seventeen-year-old son of Pennsylvania Railroad official tellsmoving story of his rescue--Told mother to be brave--Separated fromparents--Jumped when vessel sank--Drifted on overturned boat--Picked upby Carpathia. 

CHAPTER XVI INCIDENTS RELATED BY JAMES McGOUGH

Women forced into the life-boats--Why some men were saved beforewomen--Asked to man life-boats. 

CHAPTER XVII WIRELESS OPERATOR PRAISES HEROIC WORK

Story of Harold Bride, the surviving wireless operator of the Titanic, who was washed overboard and rescued by life-boat--Band played ragtimeand "Autumn". 

CHAPTER XVIII STORY OF THE STEWARD

Passengers and crew dying when taken aboard Carpathia--One woman saveda dog--English colonel swam for hours when boat with mother aboardcapsized. 

CHAPTER XIX HOW THE WORLD RECEIVED THE NEWS

Nations prostrate with grief--Messages from kings andcardinals--Disaster stirs world to necessity of stricter regulations. 

CHAPTER XX BRAVERY OF THE OFFICERS AND CREW

Illustrious career of Captain E. J. Smith--Brave to thelast--Maintenance of order and discipline--Acts of heroism--Engineersdied at posts--Noble-hearted band. 

CHAPTER XXI SEARCHING FOR THE DEAD

Sending out the Mackay-Bennett and Minia--Bremen passengers seebodies--Identifying bodies--Confusion in names--Recoveries. 

CHAPTER XXII CRITICISM OF ISMAY

Criminal and cowardly conduct charged--Proper caution not exercised whenpresence of icebergs was known--Should have stayed on board to helpin work of rescue--Selfish and unsympathetic actions on board theCarpathia--Ismay's defense--William E. Carter's statement. 

CHAPTER XXIII THE FINANCIAL LOSS

Titanic not fully insured--Valuable cargo and mail--No chance forsalvage--Life insurance loss--Loss to the Carpathia. 

CHAPTER XXIV OPINIONS OF EXPERTS

Captain E. K. Roden, Lewis Nixon, General Greely and Robert H. Kirkpoint out lessons taught by Titanic disaster and needed changes inconstruction. 

CHAPTER XXV OTHER GREAT MARINE DISASTERS. 

Deadly danger of icebergs--Dozens of ships perish in collision--Otherdisasters. 

CHAPTER XXVI DEVELOPMENT OF SHIPBUILDING

Evolution of water travel--Increases in size of vessels--Is there anylimit?--Achievements in speed--Titanic not the last word. 

CHAPTER XXVII SAFETY AND LIFE-SAVING DEVICES

Wireless telegraphy--Water-tight bulkheads--Submarinesignals--Life-boats and rafts--Nixon's pontoon--Life-preservers andbuoys--Rockets. 

CHAPTER XXVIII TIME FOR REFLECTION AND REFORM

Speed and luxury overemphasized--Space needed for life-boats devoted toswimming pools and squash-courts--Mania for speed records compels use ofdangerous routes and prevents proper caution in foggy weather--Lifemore valuable than luxury--Safety more important than speed--An arousedpublic opinion necessary--International conference recommended--Adequatelife-saving equipment should be compulsory--Speed regulations in badweather--Co-operation in arranging schedules to keep vessels withinreach of each other--Legal regulations. 

CHAPTER XXIX THE SENATORIAL INVESTIGATION

Prompt action of the Government--Senate committee probes disaster andbrings out details--Testimony of Ismay, officers, crew passengers andother witnesses. 

FACTS ABOUT THE WRECK OF THE TITANIC

NUMBER of persons aboard, 2340. Number of life-boats and rafts, 20. Capacity of each life-boat, 50 passengers and crew of 8. Utmost capacityof life-boats and rafts, about 1100. Number of life-boats wrecked inlaunching, 4. Capacity of life-boats safely launched, 928. Total numberof persons taken in life-boats, 711. Number who died in life-boats, 6. Total number saved, 705. Total number of Titanic's company lost, 1635. 

The cause of the disaster was a collision with an iceberg in latitude41. 46 north, longitude 50. 14 west. The Titanic had had repeated warningsof the presence of ice in that part of the course. Two official warningshad been received defining the position of the ice fields. It had beencalculated on the Titanic that she would reach the ice fields about 11o'clock Sunday night. The collision occurred at 11. 40. At that time theship was driving at a speed of 21 to 23 knots, or about 26 miles, anhour. 

There had been no details of seamen assigned to each boat. 

Some of the boats left the ship without seamen enough to man the oars. 

Some of the boats were not more than half full of passengers. 

The boats had no provisions, some of them had no water stored, some werewithout sail equipment or compasses. 

In some boats, which carried sails wrapped and bound, there was not aperson with a knife to cut the ropes. In some boats the plugs in thebottom had been pulled out and the women passengers were compelled tothrust their hands into the holes to keep the boats from filling andsinking. 

The captain, E. J. Smith, admiral of the White Star fleet, went downwith his ship. 

CHAPTER I. FIRST NEWS OF THE GREATEST MARINE DISASTER IN HISTORY

"THE TITANIC IN COLLISION, BUT EVERYBODY SAFE"--ANOTHER TRIUMPH SETDOWN TO WIRELESS TELEGRAPHY--THE WORLD GOES TO SLEEP PEACEFULLY--THE SADAWAKENING. 

LIKE a bolt out of a clear sky came the wireless message on Monday, April 15, 1912, that on Sunday night the great Titanic, on her maidenvoyage across the Atlantic, had struck a gigantic iceberg, but thatall the passengers were saved. The ship had signaled her distress andanother victory was set down to wireless. Twenty-one hundred livessaved!

Additional news was soon received that the ship had collided with amountain of ice in the North Atlantic, off Cape Race, Newfoundland, at10. 25 Sunday evening, April 14th. At 4. 15 Monday morning the CanadianGovernment Marine Agency received a wireless message that the Titanicwas sinking and that the steamers towing her were trying to get her intoshoal water near Cape Race, for the purpose of beaching her. 

Wireless despatches up to noon Monday showed that the passengers of theTitanic were being transferred aboard the steamer Carpathia, a Cunarder, which left New York, April 13th, for Naples. Twenty boat-loads of theTitanic's passengers were said to have been transferred to the Carpathiathen, and allowing forty to sixty persons as the capacity of eachlife-boat, some 800 or 1200 persons had already been transferred fromthe damaged liner to the Carpathia. They were reported as being taken toHalifax, whence they would be sent by train to New York. 

Another liner, the Parisian, of the Allan Company, which sailed fromGlasgow for Halifax on April 6th, was said to be close at hand andassisting in the work of rescue. The Baltic, Virginian and Olympic werealso near the scene, according to the information received by wireless. 

While badly damaged, the giant vessel was reported as still afloat, butwhether she could reach port or shoal water was uncertain. The WhiteStar officials declared that the Titanic was in no immediate danger ofsinking, because of her numerous water-tight compartments. 

"While we are still lacking definite information, " Mr. Franklin, vice-president of the White Star Line, said later in the afternoon, "webelieve the Titanic's passengers will reach Halifax, Wednesday evening. We have received no further word from Captain Haddock, of the Olympic, or from any of the ships in the vicinity, but are confident that therewill be no loss of life. "

With the understanding that the survivors would be taken to Halifax theline arranged to have thirty Pullman cars, two diners and many passengercoaches leave Boston Monday night for Halifax to get the passengersafter they were landed. Mr. Franklin made a guess that the Titanic'spassengers would get into Halifax on Wednesday. The Department ofCommerce and Labor notified the White Star Line that customs andimmigration inspectors would be sent from Montreal to Halifax inorder that there would be as little delay as possible in getting thepassengers on trains. 

Monday night the world slept in peace and assurance. A wireless messagehad finally been received, reading:

"All Titanic's passengers safe. "

It was not until nearly a week later that the fact was discovered thatthis message had been wrongly received in the confusion of messagesflashing through the air, and that in reality the message should haveread:

"Are all Titanic's passengers safe?"

With the dawning of Tuesday morning came the awful news of the true fateof the Titanic. 

CHAPTER II. THE MOST SUMPTUOUS PALACE AFLOAT

DIMENSIONS OF THE TITANIC--CAPACITY--PROVISIONS FOR THE COMFORT ANDENTERTAINMENT OF PASSENGERS--MECHANICAL EQUIPMENT THE ARMY OF ATTENDANTSREQUIRED. 

THE statistical record of the great ship has news value at this time. 

Early in 1908 officials of the White Star Company announced that theywould eclipse all previous records in shipbuilding with a vessel ofstaggering dimensions. The Titanic resulted. 

The keel of the ill-fated ship was laid in the summer of 1909 at theHarland & Wolff yards, Belfast. Lord Pirrie, considered one of thebest authorities on shipbuilding in the world, was the designer. Theleviathan was launched on May 31, 1911, and was completed in February, 1912, at a cost of $10, 000, 000. 

SISTER SHIP OF OLYMPIC

The Titanic, largest liner in commission, was a sister ship of theOlympic. The registered tonnage of each vessel is estimated as 45, 000, but officers of the White Star Line say that the Titanic measured 45, 328tons. The Titanic was commanded by Captain E. J. Smith, the White Staradmiral, who had previously been on the Olympic. 

She was 882 1/2 long, or about four city blocks, and was 5000 tonsbigger than a battleship twice as large as the dreadnought Delaware. 

Like her sister ship, the Olympic, the Titanic was a four-funneledvessel, and had eleven decks. The distance from the keel to the top ofthe funnels was 175 feet. She had an average speed of twenty-one knots. 

The Titanic could accommodate 2500 passengers. The steamship was dividedinto numerous compartments, separated by fifteen bulkheads. She wasequipped with a gymnasium, swimming pool, hospital with operating room, and a grill and palm garden. 

CARRIED CREW OF 860

The registered tonnage was 45, 000, and the displacement tonnage 66, 000. She was capable of carrying 2500 passengers and the crew numbered 860. 

The largest plates employed in the hull were 36 feet long, weighing 431/2 tons each, and the largest steel beam used was 92 feet long, theweight of this double beam being 4 tons. The rudder, which was operatedelectrically, weighed 100 tons, the anchors 15 1/2 tons each, the center(turbine) propeller 22 tons, and each of the two "wing" propellers 38tons each. The after "boss-arms, " from which were sus-pended the threepropeller shafts, tipped the scales at 73 1/2 tons, and the forward"boss-arms" at 45 tons. Each link in the anchor-chains weighed 175pounds. There were more than 2000 side-lights and windows to light thepublic rooms and passenger cabins. 

Nothing was left to chance in the construction of the Titanic. Threemillion rivets (weighing 1200 tons) held the solid plates of steeltogether. To insure stability in binding the heavy plates in the doublebottom, half a million rivets, weighing about 270 tons, were used. 

All the plating of the hulls was riveted by hydraulic power, drivingseven-ton riveting machines, suspended from traveling cranes. The doublebottom extended the full length of the vessel, varying from 5 feet 3inches to 6 feet 3 inches in depth, and lent added strength to the hull. 

MOST LUXURIOUS STEAMSHIP

Not only was the Titanic the largest steamship afloat but it was themost luxurious. Elaborately furnished cabins opened onto her elevendecks, and some of these decks were reserved as private promenades thatwere engaged with the best suites. One of these suites was sold for$4350 for the boat's maiden and only voyage. Suites similar, but whichwere without the private promenade decks, sold for $2300. 

The Titanic differed in some respects from her sister ship. The Olympichas a lower promenade deck, but in the Titanic's case the stateroomswere brought out flush with the outside of the superstructure, and therooms themselves made much larger. The sitting rooms of some of thesuites on this deck were 15 x 15 feet. 

The restaurant was much larger than that of the Olympic and it had anovelty in the shape of a private promenade deck on the starboard side, to be used exclusively by its patrons. Adjoining it was a receptionroom, where hosts and hostesses could meet their guests. 

Two private promenades were connected with the two most luxurious suiteson the ship. The suites were situated about amidships, one on eitherside of the vessel, and each was about fifty feet long. One of thesuites comprised a sitting room, two bedrooms and a bath. 

These private promenades were expensive luxuries. The cost figured outsomething like forty dollars a front foot for a six days' voyage. They, with the suites to which they are attached, were the most expensivetransatlantic accommodations yet offered. 

THE ENGINE ROOM

The engine room was divided into two sections, one given to thereciprocating engines and the other to the turbines. There were twosets of the reciprocating kind, one working each of the wing propellersthrough a four-cylinder triple expansion, direct acting inverted engine. Each set could generate 15, 000 indicated horse-power at seventy-fiverevolutions a minute. The Parsons type turbine takes steam from thereciprocating engines, and by developing a horse-power of 16, 000 at 165revolutions a minute works the third of the ship's propellers, the onedirectly under the rudder. Of the four funnels of the vessel threewere connected with the engine room, and the fourth or after funnel forventilating the ship including the gallery. 

Practically all of the space on the Titanic below the upper deckwas occupied by steam-generating plant, coal bunkers and propellingmachinery. Eight of the fifteen water-tight compartments contained themechanical part of the vessel. There were, for instance, twenty-fourdouble end and five single end boilers, each 16 feet 9 inches indiameter, the larger 20 feet long and the smaller 11 feet 9 inches long. The larger boilers had six fires under each of them and the smallerthree furnaces. Coal was stored in bunker space along the side of theship between the lower and middle decks, and was first shipped fromthere into bunkers running all the way across the vessel in the lowestpart. From there the stokers handed it into the furnaces. 

One of the most interesting features of the vessel was the refrigeratingplant, which comprised a huge ice-making and refrigerating machine anda number of provision rooms on the after part of the lower and orlopdecks. There were separate cold rooms for beef, mutton, poultry, game, fish, vegetables, fruit, butter, bacon, cheese, flowers, mineral water, wine, spirits and champagne, all maintained at different temperaturesmost suitable to each. Perishable freight had a compartment of its own, also chilled by the plant. 

COMFORT AND STABILITY

Two main ideas were carried out in the Titanic. One was comfort and theother stability. The vessel was planned to be an ocean ferry. She wasto have only a speed of twenty-one knots, far below that of some othermodern vessels, but she was planned to make that speed, blow high orblow low, so that if she left one side of the ocean at a given time shecould be relied on to reach the other side at almost a certain minute ofa certain hour. 

One who has looked into modern methods for safeguarding

{illust. Caption = LIFE-BOAT AND DAVITS ON THE TITANIC

This diagram shows very clearly the arrangement of the life-boats andthe manner in which they were launched. }

a vessel of the Titanic type can hardly imagine an accident that couldcause her to founder. No collision such as has been the fate of any shipin recent years, it has been thought up to this time, could send herdown, nor could running against an iceberg do it unless such an accidentwere coupled with the remotely possible blowing out of a boiler. Shewould sink at once, probably, if she were to run over a submerged rockor derelict in such manner that both her keel plates and her doublebottom were torn away for more than half her length; but such acatastrophe was so remotely possible that it did not even enter thefield of conjecture. 

The reason for all this is found in the modern arrangement ofwater-tight steel compartments into which all ships now are dividedand of which the Titanic had fifteen so disposed that half of them, including the largest, could be flooded without impairing the safetyof the vessel. Probably it was the working of these bulkheads and thewater-tight doors between them as they are supposed to work that savedthe Titanic from foundering when she struck the iceberg. 

These bulkheads were of heavy sheet steel and started at the very bottomof the ship and extended right up to the top side. The openings in thebulkheads were just about the size of the ordinary doorway, but thedoors did not swing as in a house, but fitted into water-tight groovesabove the opening. They could be released instantly in several ways, and once closed formed a barrier to the water as solid as the bulkheaditself. 

In the Titanic, as in other great modern ships, these doors were heldin place above the openings by friction clutches. On the bridge wasa switch which connected with an electric magnet at the side of thebulkhead opening. The turning of this switch caused the magnet to drawdown a heavy weight, which instantly released the friction clutch, andallowed the door to fall or slide down over the opening in a second. If, however, through accident the bridge switch was rendered useless thedoors would close automatically in a few seconds. This was arranged bymeans of large metal floats at the side of the doorways, which restedjust above the level of the double bottom, and as the water enteredthe compartments these floats would rise to it and directly release theclutch holding the door open. These clutches could also be released byhand. 

It was said of the Titanic that liner compartments could be floodedas far back or as far forward as the engine room and she would float, though she might take on a heavy list, or settle considerably at oneend. To provide against just such an accident as she is said to haveencountered she had set back a good distance from the bows an extraheavy cross partition known as the collision bulkhead, which wouldprevent water getting in amidships, even though a good part of her bowshould be torn away. What a ship can stand and still float was shown afew years ago when the Suevic of the White Star Line went on the rockson the British coast. The wreckers could not move the forward part ofher, so they separated her into two sections by the use of dynamite, andafter putting in a temporary bulkhead floated off the after half ofthe ship, put it in dry dock and built a new forward part for her. Morerecently the battleship Maine, or what was left of her, was floated outto sea, and kept on top of the water by her water-tight compartmentsonly. 

CHAPTER III. THE MAIDEN VOYAGE OF THE TITANIC

PREPARATIONS FOR THE VOYAGE--SCENES OF GAYETY--THE BOAT SAILS--INCIDENTSOF THE VOYAGE---A COLLISION NARROWLY AVERTED--THE BOAT ON FIRE--WARNEDOF ICEBERGS. 

EVER was ill-starred voyage more auspiciously begun than when theTitanic, newly crowned empress of the seas, steamed majestically out ofthe port of Southampton at noon on Wednesday, April 10th, bound for NewYork. 

Elaborate preparations had been made for the maiden voyage. Crowdsof eager watchers gathered to witness the departure, all the moreinterested because of the notable people who were to travel aboard her. Friends and relatives of many of the passengers were at the dock to bidGodspeed to their departing loved ones. The passengers themselves wereunusually gay and happy. 

Majestic and beautiful the ship rested on the water, marvel ofshipbuilding, worthy of any sea. As this new queen of the ocean movedslowly from her dock, no one questioned her construction: she was fittedwith an elaborate system of

{illust. Caption = STEAMER "TITANIC" COMPARED WITH THE LARGESTSTRUCTURES IN THE WORLD 1. Bunker Hill Monument. Boston, 221 feet high. 2. Public

{illust. Caption = J. BRUCE ISMAY

Managing director of the International Mercantile Marine, and managingdirector of the White.... }

{illust. Caption = CHARLES M. HAYS

President of the Grand Trunk Pacific Railways, numbered among the heroicmen.... }

water-tight compartments, calculated to make her unsinkable; she hadbeen pronounced the safest as well as the most sumptuous Atlantic linerafloat. 

There was silence just before the boat pulled out--the silence thatusually precedes the leave-taking. The heavy whistles sounded and thesplendid Titanic, her flags flying and her band playing, churned thewater and plowed heavily away. 

Then the Titanic, with the people on board waving handkerchiefs andshouting good-byes that could be heard only as a buzzing murmur onshore, rode away on the ocean, proudly, majestically, her head up and, so it seemed, her shoulders thrown back. If ever a vessel seemed tothrob with proud life, if ever a monster of the sea seemed to "feel itsoats" and strain at the leash, if ever a ship seemed to have breedingand blue blood that would keep it going until its heart broke, that shipwas the Titanic. 

And so it was only her due that as the Titanic steamed out of the harborbound on her maiden voyage a thousand "God-speeds" were wafted afterher, while every other vessel that she passed, the greatest of themdwarfed by her colossal proportions, paid homage to the new queenregnant with the blasts of their whistles and the shrieking of steamsirens. 

THE SHIP'S CAPTAIN

In command of the Titanic was Captain E. J. Smith, a veteran of theseas, and admiral of the White Star Line fleet. The next six officers, in the order of their rank, were Murdock, Lightollder, {sic} Pitman, Boxhall, Lowe and Moody. Dan Phillips was chief wireless operator, withHarold Bride as assistant. 

From the forward bridge, fully ninety feet above the sea, peered out thebenign face of the ship's master, cool of aspect, deliberate of action, impressive in that quality of confidence that is bred only of longexperience in command. 

From far below the bridge sounded the strains of the ship's orchestra, playing blithely a favorite air from "The Chocolate Soldier. " All wentas merry as a wedding bell. Indeed, among that gay ship's company weretwo score or more at least for whom the wedding bells had sounded intruth not many days before. Some were on their honeymoon tours, otherswere returning to their motherland after having passed the weeks of thehoneymoon, like Colonel John Jacob Astor and his young bride, amid thediversions of Egypt or other Old World countries. 

What daring flight of imagination would have ventured the predictionthat within the span of six days that stately ship, humbled, shatteredand torn asunder, would lie two thousand fathoms deep at the bottom ofthe Atlantic, that the benign face that peered from the bridge wouldbe set in the rigor of death and that the happy bevy of voyaging brideswould be sorrowing widows?

ALMOST IN A COLLISION

The big vessel had, however, a touch of evil fortune before she clearedthe harbor of Southampton. As she passed down stream her immensebulk--she displaced 66, 000 tons--drew the waters after her with anirresistible suction that tore the American liner New York from hermoorings; seven steel hawsers were snapped like twine. The New Yorkfloated toward the White Star ship, and would have rammed the new shiphad not the tugs Vulcan and Neptune stopped her and towed her back tothe quay. 

When the mammoth ship touched at Cherbourg and later at Queenstownshe was again the object of a port ovation, the smaller craft doingobeisance while thousands gazed in wonder at her stupendous proportions. After taking aboard some additional passengers at each port, the Titanicheaded her towering bow toward the open sea and the race for a record onher maiden voyage was begun. 

NEW BURST OF SPEED EACH DAY

The Titanic made 484 miles as her first day's run, her powerful newengines turning over at the rate of seventy revolutions. On the secondday out the speed was hit up to seventy-three revolutions and the runfor the day was bulletined as 519 miles. Still further increasing thespeed, the rate of revolution of the engines was raised to seventy-fiveand the day's run was 549 miles, the best yet scheduled. 

But the ship had not yet been speeded to her capacity she was capable ofturning over about seventy-eight revolutions. Had the weather conditionsbeen propitious, it was intended to press the great racer to the fulllimit of her speed on Monday. But for the Titanic Monday never came. FIRE IN THE COAL BUNKERS

Unknown to the passengers, the Titanic was on fire from the day shesailed from Southampton. Her officers and crew knew it, for they hadfought the fire for days. 

This story, told for the first time by the survivors of the crew, wasonly one of the many thrilling tales of the fateful first voyage. 

"The Titanic sailed from Southampton on Wednesday, April 10th, at noon, "said J. Dilley, fireman on the Titanic. 

"I was assigned to the Titanic from the Oceanic, where I had served asa fireman. From the day we sailed the Titanic was on fire, and my soleduty, together with eleven other men, had been to fight that fire. Wehad made no headway against it. "

PASSENGERS IN IGNORANCE

"Of course, " he went on, "the passengers knew nothing of the fire. Doyou think we'd have let them know about it? No, sir. 

"The fire started in bunker No. 6. There were hundreds of tons of coalstored there. The coal on top of the bunker was wet, as all the coalshould have been, but down at the bottom of the bunker the coal had beenpermitted to get dry. 

"The dry coal at the bottom of the pile took fire, and smoldered fordays. The wet coal on top kept the flames from coming through, but downin the bottom of the bunkers the flames were raging. 

"Two men from each watch of stokers were tolled off, to fight that fire. The stokers worked four hours at a time, so twelve of us were fightingflames from the day we put out of Southampton until we hit the iceberg. 

"No, we didn't get that fire out, and among the stokers there wastalk that we'd have to empty the big coal bunkers after we'd put ourpassengers off in New York, and then call on the fire-boats there tohelp us put out the fire. 

"The stokers were alarmed over it, but the officers told us to keep ourmouths shut--they didn't want to alarm the passengers. "

USUAL DIVERSION

Until Sunday, April 14th, then, the voyage had apparently been adelightful but uneventful one. The passengers had passed the time in theusual diversions of ocean travelers, amusing themselves in the luxurioussaloons, promenading on the boat deck, lolling at their ease in steamerchairs and making pools on the daily runs of the steamship. The smokingrooms and card rooms had been as well patronized as usual, and a partyof several notorious professional gamblers had begun reaping their usualeasy harvest. 

As early as Sunday afternoon the officers of the Titanic must have knownthat they were approaching dangerous ice fields of the kind that area perennial menace to the safety of steamships following the regulartransatlantic lanes off the Great Banks of Newfoundland. 

AN UNHEEDED WARNING

On Sunday afternoon the Titanic's wireless operator forwarded to theHydrographic office in Washington, Baltimore, Philadelphia and elsewherethe following dispatch:

"April 14. --The German steamship Amerika (Hamburg-American Line)reports by radio-telegraph passing two large icebergs in latitude 41. 27, longitude 50. 08. --Titanic, Br. S. S. "

Despite this warning, the Titanic forged ahead Sunday night at her usualspeed--from twenty-one to twenty-five knots. 

CHAPTER IV. SOME OF THE NOTABLE PASSENGERS

SKETCHES OF PROMINENT MEN AND WOMEN ON BOARD, INCLUDING MAJOR ARCHIBALDBUTT, JOHN JACOB ASTOR, BENJAMIN GUGGENHEIM, ISIDOR STRAWS, J. BRUCEISMAY, GEORGE D. WIDENER, COLONEL WASHINGTON ROEBLING, 2D, CHARLES M. HAYS, W. T. STEAD AND OTHERS

THE ship's company was of a character befitting the greatest of allvessels and worthy of the occasion of her maiden voyage. Though themajor part of her passengers were Americans returning from abroad, therewere enrolled upon her cabin lists some of the most distinguishednames of England, as well as of the younger nation. Many of these hadpurposely delayed sailing, or had hastened their departure, that theymight be among the first passengers on the great vessel. 

There were aboard six men whose fortunes ran into tens of millions, besides many other persons of international note. Among the men wereleaders in the world of commerce, finance, literature, art and thelearned professions. Many of the women were socially prominent in twohemispheres. 

Wealth and fame, unfortunately, are not proof against fate, and mostof these notable personages perished as pitiably as the more humblesteerage passengers. 

The list of notables included Colonel John Jacob Astor, head of theAstor family, whose fortune is estimated at $150, 000, 000; Isidor Straus, merchant and banker ($50, 000, 000); J. Bruce Ismay, managing director ofthe International Mercantile Marine ($40, 000, 000); Benjamin Guggenheim, head of the Guggenheim family ($95, 000, 000): George D. Widener, son ofP. A. B. Widener, traction magnate and financier ($5, 000, 000); ColonelWashington Roebling, builder of the great Brooklyn Bridge; CharlesM. Hays, president of the Grand Trunk Railway; W. T. Stead. Famouspublicist; Jacques Futrelle, journalist; Henry S. Harper, of the firmof Harper & Bros. ; Henry B. Harris, theatrical manager; Major ArchibaldButt, military aide to President Taft; and Francis D. Millet, one of thebest-known American painters. 

MAJOR BUTT

Major Archibald Butt, whose bravery on the sinking vessel will not soonbe forgotten, was military aide to President Taft and was known whereverthe President traveled. His recent European mission was apparently tocall on the Pope in behalf of President Taft; for on March 21st he wasreceived at the Vatican, and presented to the Pope a letter fromMr. Taft thanking the Pontiff for the creation of three new AmericanCardinals. 

Major Butt had a reputation as a horseman, and it is said he was ableto keep up with President Roosevelt, be the ride ever so far or fast. He was promoted to the rank of major in 1911. He sailed for theMediterranean on March 2d with his friend Francis D. Millet, the artist, who also perished on the Titanic. 

COLONEL ASTOR

John Jacob Astor was returning from a trip to Egypt with hisnineteen-year-old bride, formerly Miss Madeline Force, to whom he wasmarried in Providence, September 9, 1911. He was head of the familywhose name he bore and one of the world's wealthiest men. He was not, however, one of the world's "idle rich, " for his life of forty-sevenyears was a well-filled one. He had managed the family estates since1891; built the Astor Hotel, New York; was colonel on the staff ofGovernor Levi P. Morton, and in May, 1898, was commissioned colonelof the United States volunteers. After assisting Major-GeneralBreckinridge, inspector-general of the United States army, he wasassigned to duty on the staff of Major-General Shafter and served inCuba during the operations ending in the surrender of Santiago. He wasalso the inventor of a bicycle brake, a pneumatic road-improver, and animproved turbine engine. 

BENJAMIN GUGGENHEIM

Next to Colonel Astor in financial importance was Benjamin Guggenheim, whose father founded the famous house of M. Guggenheim and Sons. Whenthe various Guggen-heim interests were consolidated into the AmericanSmelting and Refining Company he retired from active business, althoughhe later became interested in the Power and Mining Machinery Company ofMilwaukee. In 1894 he married Miss Floretta Seligman, daughter of JamesSeligman, the New York banker. 

ISIDOR STRAUS

Isidor Straus, whose wife elected to perish with him in the ship, was abrother of Nathan and Oscar Straus, a partner with Nathan Straus in R. H. Macy & Co. And L. Straus & Sons, a member of the firm of Abraham &Straus in Brooklyn, and has been well known in politics and charitablework. He was a member of the Fifty-third Congress from 1893 to 1895, and as a friend of William L. Wilson was in constant consultation in thematter of the former Wilson tariff bill. 

Mr. Straus was conspicuous for his works of charity and was an ardentsupporter of every enterprise to improve the condition of the Hebrewimmigrants. He was president of the Educational Alliance, vice-presidentof the J. Hood Wright Memorial Hospital, a member of the Chamber ofCommerce, on one of the visiting committees of Harvard University, andwas besides a trustee of many financial and philanthropic institutions. 

Mr. Straus never enjoyed a college education. He was, however, one ofthe best informed men of the day, his information having been derivedfrom extensive reading. His library, said to be one of the finest andmost extensive in New York, was his pride and his place of specialrecreation. 

{illust. Caption = ACTUAL PHOTOGRAPH OF THE ICEBERG THAT SUNK THETITANIC

Lady Duff Gordon, a prominent English woman who was aboard the... }

{illust. Caption = HEART-BREAKING FAREWELLS

Both men and women were loaded into the first boats, but soon the cry of"Women first" was raised. Then came the real note of tragedy. Husbands and wives clung to each other in farewell; some refused to beseparated. }

GEORGE D. WIDENER

The best known of Philadelphia passengers aboard the Titanic were Mr. And Mrs. George D. Widener. Mr. Widener was a son of Peter A. B. Widenerand, like his father, was recognized as one of the foremost financiersof Philadelphia as well as a leader in society there. Mr. Widenermarried Miss Eleanor Elkins, a daughter of the late William L. Elkins. They made their home with his father at the latter's fine placeat Eastbourne, ten miles from Philadelphia. Mr. Widener was keenlyinterested in horses and was a constant exhibitor at horse shows. Inbusiness he was recognized as his father's chief adviser in managing thelatter's extensive traction interests. P. A. B. Widener is a director ofthe International Mercantile Marine. 

Mrs. Widener is said to be the possessor of one of the finestcollections of jewels in the world, the gift of her husband. One stringof pearls in this collection was reported to be worth $250, 000. 

The Wideners went abroad two months previous to the disaster, Mr. Widener desiring to inspect some of his business interests on the otherside. At the opening of the London Museum by King George on March 21stlast it was announced that Mrs. Widener had presented to the museumthirty silver plates once the property of Nell Gwyn. Mr. Widener issurvived by a daughter, Eleanor, and a son, George D. Widener, Jr. HarryElkins Widener was with his parents and went down on the ship. 

COLONEL ROEBLING

Colonel Washington Augustus Roebling was president of the John A. Roebling Sons' Company, manufacturers of iron and steel wire rope. Heserved in the Union Army from 1861 to 1865, resigning to assist hisfather in the construction of the Cincinnati and Covington suspensionbridge. At the death of his father in 1869 he took entire charge of theconstruction of the Brooklyn Bridge, and it is to his genius that thesuccess of that great work may be said to be due. 

WILLIAM T. STEAD

One of the most notable of the foreign passengers was William T. Stead. Few names are more widely known to the world of contemporary literatureand journalism than that of the brilliant editor of the Review ofReviews. Matthew Arnold called him "the inventor of the new journalismin England. " He was on his way to America to take part in the Men andReligion Forward Movement and was to have delivered an address in UnionSquare on the Thursday after the disaster, with William Jennings Bryanas his chief associate. 

Mr. Stead was an earnest advocate of peace and had written many books. His commentary "If Christ Came to Chicago" raised a storm twenty yearsago. When he was in this country in 1907 he addressed a session ofMethodist clergymen, and at one juncture of the meeting remarked thatunless the Methodists did something about the peace movement besidesshouting "amen" nobody "would care a damn about their amens!"

OTHER ENGLISHMEN ABOARD

Other distinguished Englishmen on the Titanic were Norman C. Craig, M. P. , Thomas Andrews, a representative of the firm of Harland & Wolff, of Belfast, the ship's builders, and J. Bruce Ismay, managing directorof the White Star Line. 

J. BRUCE ISMAY

Mr. Ismay is president and one of the founders of the InternationalMercantile Marine. He has made it a custom to be a passenger on themaiden voyage of every new ship built by the White Star Line. It was Mr. Ismay who, with J. P. Morgan, consolidated the British steamship linesunder the International Mercantile Marine's control; and it is largelydue to his imagination that such gigantic ships as the Titanic andOlympic were made possible

JACQUES FUTRELLE

Jacques Futrelle was an author of short stories, some of which haveappeared in the Saturday Evening Post, and of many novels of the samegeneral type as "The Thinking Machine, " with which he first gained awide popularity. Newspaper work, chiefly in Richmond, Va. , engaged hisattention from 1890 to 1909, in which year he entered the theatricalbusiness as a manager. In 1904 he returned to his journalistic career. 

HENRY B. HARRIS

Henry B. Harris, the theater manager, had been manager of May Irwin, Peter Dailey, Lily Langtry, Amelia Bingham, and launched Robert Edesonas star. He became the manager of the Hudson Theater in 1903 and theHackett Theater in 1906. Among his best known productions are "The Lionand the Mouse, " "The Traveling Salesman" and "The Third Degree. " He waspresident of the Henry B. Harris Company controlling the Harris Theater. 

Young Harris had a liking for the theatrical business from a boy. Twelveyears ago Mr. Harris married Miss Rene Wallach of Washington. He wassaid to have a fortune of between $1, 000, 000 and $3, 000, 000. He ownedoutright the Hudson and the Harris theaters and had an interest in twoother show houses in New York. He owned three theaters in Chicago, onein Syracuse and one in Philadelphia. 

HENRY S. HARPER

Henry Sleeper Harper, who was among the survivors, is a grandson of JohnWesley Harper, one of the founders of the Harper publishing business. H. Sleeper Harper was himself an incorporator of Harper & Brothers when thefirm became a corporation in 1896. He had a desk in the offices of thepublishers, but his hand of late years in the management of the businesshas been very slight. He has been active in the work of keeping theAdirondack forests free from aggression. He was in the habit of spendingabout half of his time in foreign travel. His friends in New Yorkrecalled that he had a narrow escape about ten years ago when a ship inwhich he was traveling ran into an iceberg on the Grand Banks. 

FRANCIS DAVID MILLET

Millet was one of the best-known American painters and many of hiscanvasses are found in the leading galleries of the world. He served asa drummer boy with the Sixtieth Massachusetts volunteers in the CivilWar, and from early manhood took a prominent part in public affairs. Hewas director of the decorations for the Chicago Exposition and was, atthe time of the disaster, secretary of the American Academy in Rome. Hewas a wide traveler and the author of many books, besides translationsof Tolstoi. 

CHARLES M. HAYS

Another person of prominence was Charles Melville Hays, president of theGrand Trunk and the Grand Trunk Pacific railways. He was described bySir Wilfrid Laurier at a dinner of the Canadian Club of New York, at theHotel Astor last year, as "beyond question the greatest railroad geniusin Canada, as an executive genius ranking second only to the late EdwardH. Harriman. " He was returning aboard the Titanic with his wife andson-in-law and daughter; Mr. And Mrs. Thornton Davidson, of Montreal. 

CHAPTER V. THE TITANIC STRIKES AN ICEBERG!

TARDY ATTENTION TO WARNING RESPONSIBLE FOR ACCIDENT--THE DANGER NOTREALIZED AT FIRST--AN INTERRUPTED CARD GAME--PASSENGERS JOKE AMONGTHEMSELVES--THE REAL TRUTH DAWNS--PANIC ON BOARD--WIRELESS CALLS FORHELP

SUNDAY night the magnificent ocean liner was plunging through acomparatively placid sea, on the surface of which there was much mushyice and here and there a number of comparatively harmless-looking floes. The night was clear and stars visible. First Officer William T. Murdockwas in charge of the bridge The first intimation of the presence of theiceberg that he received was from the lookout in the crow's nest. 

Three warnings were transmitted from the crow's nest of the Titanicto the officer on the doomed steamship's bridge 15 minutes before shestruck, according to Thomas Whiteley, a first saloon steward. 

Whiteley, who was whipped overboard from the ship by a rope whilehelping to lower a life-boat, finally reported on the Carpathia aboardone of the boats that contained, he said, both the crow's nest lookouts. He heard a conversation between them, he asserted, in which theydiscussed the warnings given to the Titanic's bridge of the presence ofthe iceberg. 

Whiteley did not know the names of either of the lookout men andbelieved that they returned to England with the majority of thesurviving members of the crew. 

{illust. Caption = A GRAPHIC ILLUSTRATION OF THE FORCE WITH WHICH AVESSEL STRIKES AN ICEBERG}

"I heard one of them say that at 11. 15 o'clock, 15 minutes before theTitanic struck, he had reported to First Officer Murdock, on the bridge, that he fancied he saw an iceberg!" said Whiteley. "Twice after that, the lookout said, he warned Murdock that a berg was ahead. They werevery indignant that no attention was paid to their warnings. "

TARDY ATTENTION TO WARNING RESPONSIBLE FOR ACCIDENT

Murdock's tardy answering of a telephone call from the crow's nest isassigned by Whiteley as the cause of the disaster. 

When Murdock answered the call he received the information that theiceberg was due ahead. This information was imparted just a few secondsbefore the crash, and had the officer promptly answered the ring of thebell it is probable that the accident could have been avoided, or atleast, been reduced by the lowered speed. 

The lookout saw a towering "blue berg" looming up in the sea path of theTitanic, and called the bridge on the ship's telephone. When, after thepassing of those two or three fateful minutes an officer on the bridgelifted the telephone receiver from its hook to answer the lookout, it was too late. The speeding liner, cleaving a calm sea under astar-studded sky, had reached the floating mountain of ice, which thetheoretically "unsinkable" ship struck a crashing, if glancing, blowwith her starboard bow. 

MURDOCK PAID WITH LIFE

Had Murdock, according to the account of the tragedy given by two of theTitanic's seamen, known how imperative was that call from the lookoutman, the men at the wheel of the liner might have swerved the great shipsufficiently to avoid the berg altogether. At the worst the vessel wouldprobably have struck the mass of ice with her stern. 

Murdock, if the tale of the Titanic sailor be true, expiated hisnegligence by shooting himself within sight of all alleged victimshuddled in life-boats or struggling in the icy seas. 

When at last the danger was realized, the great ship was so close uponthe berg that it was practically impossible to avoid collision with it

VAIN TRIAL TO CLEAR BERG

The first officer did what other startled and alert commanders wouldhave done under similar circumstances, that is

{illust. Caption = THE LOCATION OF THE DISASTER}

he made an effort by going full speed ahead on the starboard propellerand reversing his port propeller, simultaneously throwing his helmover, to make a rapid turn and clear the berg. The maneuver was notsuccessful. He succeeded in saving his bows from crashing into theice-cliff, but nearly the entire length of the underbody of the greatship on the starboard side was ripped. The speed of the Titanic, estimated to be at least twenty-one knots, was so terrific that theknife-like edge of the iceberg's spur protruding under the sea cutthrough her like a can-opener. 

The Titanic was in 41. 46 north latitude and 50. 14 west longitude whenshe was struck, very near the spot on the wide Atlantic where theCarmania encountered a field of ice, studded with great bergs, on hervoyage to New York which ended on April 14th. It was really an ice pack, due to an unusually severe winter in the north Atlantic. No less thantwenty-five bergs, some of great height, were counted. 

The shock was almost imperceptible. The first officer did not apparentlyrealize that the great ship had received her death wound, and none ofthe passengers had the slightest suspicion that anything more than ausual minor sea accident had happened. Hundreds who had gone to theirberths and were asleep were unawakened by the vibration. 

BRIDGE GAME NOT DISTURBED

To illustrate the placidity with which practically all the men regardedthe accident it is related that Pierre Marechal, son of the vice-admiralof the French navy, Lucien Smith, Paul Chevre, a French sculptor, and A. F. Ormont, a cotton broker, were in the Cafe Parisien playing bridge. 

The four calmly got up from the table and after walking on deck andlooking over the rail returned to their game. One of them had left hiscigar on the card table, and while the three others were gazing out onthe sea he remarked that he couldn't afford to lose his smoke, returnedfor his cigar and came out again. 

They remained only for a few moments on deck, and then resumed theirgame under the impression that the ship had stopped for reasons bestknown to the captain and not involving any danger to her. Later, indescribing the scene that took place, M. Marechal, who was among thesurvivors, said: "When three-quarters of a mile away we stopped, thespectacle before our eyes was in its way magnificent. In a very calmsea, beneath a sky moonless but sown with millions of stars, theenormous Titanic lay on the water, illuminated from the water line tothe boat deck. The bow was slowly sinking into the black water. "

The tendency of the whole ship's company except the men in the enginedepartment, who were made aware of the danger by the inrushing water, was to make light of and in some instances even to ridicule the thoughtof danger to so substantial a fabric. 

THE CAPTAIN ON DECK

When Captain Smith came from the chart room onto the bridge, his firstwords were, "Close the emergency doors. "

"They're already closed, sir, " Mr. Murdock replied. 

"Send to the carpenter and tell him to sound the ship, " was the nextorder. The message was sent to the carpenter, but the carpenter nevercame up to report. He was probably the first man on the ship to lose hislife. 

The captain then looked at the communicator, which shows in whatdirection the ship is listing. He saw that she carried five degrees listto starboard. 

The ship was then rapidly settling forward. All the steam sirens wereblowing. By the captain's orders, given in the next few minutes, theengines were put to work at pumping out the ship, distress signalswere sent by the Marconi, and rockets were sent up from the bridge byQuartermaster Rowe. All hands were ordered on deck. 

PASSENGERS NOT ALARMED

The blasting shriek of the sirens had not alarmed the great company ofthe Titanic, because such steam calls are an incident of travel in seaswhere fogs roll. Many had gone to bed, but the hour, 11. 40 P. M. , wasnot too late for the friendly contact of saloons and smoking rooms. Itwas Sunday night and the ship's concert had ended, but there were manyhundreds up and moving among the gay lights, and many on deck with theireyes strained toward the mysterious west, where home lay. And in onejarring, breath-sweeping moment all of these, asleep or awake, were atthe mercy of chance. Few among the more than 2000 aboard could have hada thought of danger. The man who had stood up in the smoking room to saythat the Titanic was vulnerable or that in a few minutes two-thirds ofher people would be face to face with death, would have been considereda fool or a lunatic. No ship ever sailed the seas that gave herpassengers more confidence, more cool security. 

Within a few minutes stewards and other members of the crew were sentround to arouse the people. Some utterly refused to get up. The stewardshad almost to force the doors of the staterooms to make the somnolentappreciate their peril, and many of them, it is believed, were drownedlike rats in a trap. 

ASTOR AND WIFE STROLLED ON DECK

Colonel and Mrs. Astor were in their room and saw the ice vision flashby. They had not appreciably felt the gentle shock and supposed thatnothing out of the ordinary had happened. They were both dressedand came on deck leisurely. William T. Stead, the London journalist, wandered on deck for a few minutes, stopping to talk to Frank Millet. "What do they say is the trouble?" he asked. "Icebergs, " was the briefreply. "Well, " said Stead, "I guess it is nothing serious. I'm goingback to my cabin to read. "

From end to end on the mighty boat officers were rushing about withoutmuch noise or confusion, but giving orders sharply. Captain Smith toldthe third officer to rush downstairs and see whether the water wascoming in very fast. "And, " he added, "take some armed guards along tosee that the stokers and engineers stay at their posts. "

In two minutes the officer returned. "It looks pretty bad, sir, " hesaid. "The water is rushing in and filling the bottom. The locks of thewater-tight compartments have been sprung by the shock. "

"Give the command for all passengers to be on deck with life-belts on. "

Through the length and breadth of the boat, upstairs and downstairs, on all decks, the cry rang out: "All passengers on deck withlife-preservers. "

A SUDDEN TREMOR OF FEAR

For the first time, there was a feeling of panic. Husbands sought forwives and children. Families gathered together. Many who were asleephastily caught up their clothing and rushed on deck. A moment before themen had been joking about the life-belts, according to the story told byMrs. Vera Dick, of Calgary, Canada. "Try this one, " one man said to her, "they are the very latest thing this season. Everybody's wearing themnow. "

Another man suggested to a woman friend, who had a fox terrier in herarms, that she should put a life-saver on the dog. "It won't fit, " thewoman replied, laughing. "Make him carry it in his mouth, " said thefriend. 

CONFUSION AMONG THE IMMIGRANTS

Below, on the steerage deck, there was intense confusion. About the timethe officers on the first deck gave the order that all men should standto one side and all women should go below to deck B, taking the childrenwith them, a similar order was given to the steerage passengers. Thewomen were ordered to the front, the men to the rear. Half a dozenhealthy, husky immigrants pushed their way forward and tried to crowdinto the first boat. 

"Stand back, " shouted the officers who were manning the boat. "The womencome first. "

Shouting curses in various foreign languages, the immigrant mencontinued their pushing and tugging to climb into the boats. Shotsrang out. One big fellow fell over the railing into the water. Anotherdropped to the deck, moaning. His jaw had been shot away. This was thestory told by the bystanders afterwards on the pier. One husky Italiantold the writer on the pier that the way in which the men were shot downwas horrible. His sympathy was with the men who were shot. 

"They were only trying to save their lives, " he said. 

WIRELESS OPERATOR DIED AT HIS POST

On board the Titanic, the wireless operator, with a life-belt abouthis waist, was hitting the instrument that was sending out C. Q. D. , messages, "Struck on iceberg, C. Q. D. "

"Shall I tell captain to turn back and help?" flashed a reply from theCarpathia. 

"Yes, old man, " the Titanic wireless operator responded. "Guess we'resinking. "

An hour later, when the second wireless man came into the boxlike roomto tell his companion what the situation was, he found a negro stokercreeping up behind the operator and saw him raise a knife over his head. He said afterwards--he was among those rescued--that he realized atonce that the negro intended to kill the operator in order to take hislife-belt from him. The second operator pulled out his revolver and shotthe negro dead. 

"What was the trouble?" asked the operator. 

"That negro was going to kill you and steal your life-belt, " the secondman replied. 

"Thanks, old man, " said the operator. The second man went on deck to getsome more information. He was just in time to jump overboard before theTitanic went down. The wireless operator and the body of the negro whotried to steal his belt went down together. 

On the deck where the first class passengers were quartered, known asdeck A, there was none of the confusion that was taking place on thelower decks. The Titanic was standing without much rocking. The captainhad given an order and the band was playing. 

{illust. Caption = WAITING FOR THE NEWS

A Bird's eye view of the great crowds... }

{illust. Caption = WIRELESS STATION AT CAPE RACE

Where the first news of the Titanic disaster was received. }

CHAPTER VI. "WOMEN AND CHILDREN FIRST!"

COOL-HEADED OFFICERS AND CREW BRING ORDER OUT OF CHAOS--FILLING THELIFE-BOATS--HEARTRENDING SCENES AS FAMILIES ARE PARTED--FOUR LIFE-BOATSLOST--INCIDENTS OF BRAVERY--"THE BOATS ARE ALL FILLED!"

ONCE on the deck, many hesitated to enter the swinging life-boats. Thoglassy sea, the starlit sky, the absence, in the first few moments, of intense excitement, gave them the feeling that there was only someslight mishap; that those who got into the boats would have a chillyhalf hour below and might, later, be laughed at. 

It was such a feeling as this, from all accounts, which caused JohnJacob Astor and his wife to refuse the places offered them in the firstboat, and to retire to the gymnasium. In the same way H. J. Allison, aMontreal banker, laughed at the warning, and his wife, reassured byhim, took her time dressing. They and their daughter did not reachthe Carpathia. Their son, less than two years old, was carried into alife-boat by his nurse, and was taken in charge by Major Arthur Peuchen. 

THE LIFE-BOATS LOWERED

The admiration felt by the passengers and crew for the matchlesslyappointed vessel was translated, in those first few moments, into aconfidence which for some proved deadly. The pulsing of the engines hadceased, and the steamship lay just as though she were awaiting the orderto go on again after some trifling matter had been adjusted. But in afew minutes the canvas covers were lifted from the life-boats and thecrews allotted to each standing by, ready to lower them to the water. 

Nearly all the boats that were lowered on the port side of the shiptouched the water without capsizing. Four of the others lowered tostarboard, including one collapsible, were capsized. All, however, whowere in the collapsible boats that practically went to pieces, wererescued by the other boats. 

Presently the order was heard: "All men stand back and all women retireto the deck below. " That was the smoking-room deck, or the B deck. Themen stood away and remained in absolute silence, leaning against therail or pacing up and down the deck slowly. Many of them lighted cigarsor cigarettes and began to smoke. 

LOADING THE BOATS

The boats were swung out and lowered from the A deck above. The womenwere marshaled quietly in lines along the B deck, and when the boatswere lowered down to the level of the latter the women were assisted toclimb into them. 

As each of the boats was filled with its quota of passengers the wordwas given and it was carefully lowered down to the dark surface of thewater. 

Nobody seemed to know how Mr. Ismay got into a boat, but it was assumedthat he wished to make a presentation of the case of the Titanic to hiscompany. He was among those who apparently realized that the splendidship was doomed. All hands in the life-boats, under instructions fromofficers and men in charge, were rowed a considerable distance from theship herself in order to get far away from the possible suction thatwould follow her foundering. 

COOLEST MEN ON BOARD

Captain Smith and Major Archibald Butt, military aide to the Presidentof the United States, were among the coolest men on board. A number ofsteerage passengers were yelling and screaming and fighting to get tothe boats. Officers drew guns and told them that if they moved towardsthe boats they would be shot dead. Major Butt had a gun in his hand andcovered the men who tried to get to the boats. 

The following story of his bravery was told by Mrs. Henry B. Harris, wife of the theatrical manager:

"The world should rise in praise of Major Butt. That man's conduct willremain in my memory forever. The American army is honored by him andthe way he taught some of the other men how to behave when women andchildren were suffering that awful mental fear of death. Major Butt wasnear me and I noticed everything that he did. 

"When the order to man the boats came, the captain whispered somethingto Major Butt. The two of them had become friends. The major immediatelybecame as one in supreme command. You would have thought he was at aWhite House reception. A dozen or more women became hysterical all atonce, as something connected with a life-boat went wrong. Major Buttstepped over to them and said:

"'Really, you must not act like that; we are all going to see youthrough this thing. ' He helped the sailors rearrange the rope or chainthat had gone wrong and lifted some of the women in with a touch ofgallantry. Not only was there a complete lack of any fear in his manner, but there was the action of an aristocrat. 

"When the time came he was a man to be feared. In one of the earlierboats fifty women, it seemed, were about to be lowered, when a man, suddenly panic-stricken, ran to the stern of it. Major Butt shot one armout, caught him by the back of the neck and jerked him backward like apillow. His head cracked against a rail and he was stunned. 

"'Sorry, ' said Major Butt, 'women will be attended to first or I'llbreak every damned bone in your body. '

FORCED MEN USURPING PLACES TO VACATE

"The boats were lowered one by one, and as I stood by, my husband saidto me, 'Thank God, for Archie Butt. ' Perhaps Major Butt heard it, for heturned his face towards us for a second and smiled. Just at that moment, a young man was arguing to get into a life-boat, and Major Butt had ahold of the lad by the arm, like a big brother, and was telling him tokeep his head and be a man. 

"Major Butt helped those poor frightened steerage people so wonderfully, so tenderly and yet with such cool and manly firmness that he preventedthe loss of many lives from panic. He was a soldier to the last. He wasone of God's greatest noblemen, and I think I can say he was an exampleof bravery even to men on the ship. "

LAST WORDS OF MAJOR BUTT

Miss Marie Young, who was a music instructor to President Roosevelt'schildren and had known Major Butt during the Roosevelt occupancy of theWhite House, told this story of his heroism. 

"Archie himself put me into the boat, wrapped blankets about me andtucked me in as carefully as if we were starting on a motor ride. He, himself, entered the boat with me, performing the little courtesies ascalmly and with as smiling a face as if death were far away, instead ofbeing but a few moments removed from him. 

"When he had carefully wrapped me up he stepped upon the gunwale of theboat, and lifting his hat, smiled down at me. 'Good-bye, Miss Young, 'he said. 'Good luck to you, and don't forget to remember me to the folksback home. ' Then he stepped back and waved his hand to me as the boatwas lowered. I think I was the last woman he had a chance to help, forthe boat went down shortly after we cleared the suction zone. "

COLONEL ASTOR ANOTHER HERO

Colonel Astor was another of the heroes of the awful night. Effort wasmade to persuade him to take a place in one of the life-boats, but heemphatically refused to do so until every woman and child on boardhad been provided for, not excepting the women members of the ship'scompany. 

One of the passengers describing the consummate courage of Colonel Astorsaid:

"He led Mrs. Astor to the side of the ship and helped her to thelife-boat to which she had been assigned. I saw that she was prostratedand said she would remain and take her chances with him, but ColonelAstor quietly insisted and tried to reassure her in a few words. As shetook her place in the boat her eyes were fixed upon him. Colonel Astorsmiled, touched his cap, and when the boat moved safely away from theship's side he turned back to his place among the men. "

Mrs. Ida S. Hippach and her daughter Jean, survivors of the Titanic, said they were saved by Colonel John Jacob Astor, who forced the crew ofthe last life-boat to wait for them. 

"We saw Colonel Astor place Mrs. Astor in a boat and assure her that hewould follow later, " said Mrs. Hippach. 

"He turned to us with a smile and said, 'Ladies, you are next. ' Theofficer in charge of the boat protested that the craft was full, and theseamen started to lower it. 

"Colonel Astor exclaimed, 'Hold that boat, ' in the voice of a manaccustomed to be obeyed, and they did as he ordered. The boat had beenlowered past the upper deck and the colonel took us to the deck belowand put us in the boat, one after the other, through a port-hole. "

{illust. Caption = LOADING THE LIFE-BOATS

Here occurred the heart-rending separation of husbands and wives, as thewomen were given precedence in the boats. }

HEART-BREAKING SCENES

There were some terrible scenes. Fathers were parting from theirchildren and giving them an encouraging pat on the shoulders; menwere kissing their wives and telling them that they would be with themshortly. One man said there was absolutely no danger, that the boat wasthe finest ever built, with water-tight compartments, and that it couldnot sink. That seemed to be the general impression. 

A few of the men, however, were panic-stricken even when the first ofthe fifty-six foot life-boats was being filled. Fully ten men threwthemselves into the boats already crowded with women and children. Thesemen were dragged back and hurled sprawling across the deck. Six of them, screamed with fear, struggled to their feet and made a second attempt torush to the boats. 

About ten shots sounded in quick succession. The six cowardly men werestopped in their tracks, staggered and collapsed one after another. Atleast two of them vainly attempted to creep toward the boats again. Theothers lay quite still. This scene of bloodshed served its purpose. In that particular section of the deck there was no further attempt toviolate the rule of "women and children first. "

"I helped fill the boats with women, " said Thomas Whiteley, who was awaiter on the Titanic. "Collapsible boat No. 2 on the starboard jammed. The second officer was hacking at the ropes with a knife and I was beingdragged around the deck by that rope when I looked up and saw the boat, with all aboard, turn turtle. In some way I got overboard myself andclung to an oak dresser. I wasn't more than sixty feet from the Titanicwhen she went down. Her big stern rose up in the air and she went downbow first. I saw all the machinery drop out of her. "

HENRY B. HARRIS

Henry B. Harris, of New York, a theatrical manager, was one of the menwho showed superb courage in the crisis. When the life-boats were firstbeing filled, and before there was any panic, Mr. Harris went to theside of his wife before the boat was lowered away. 

"Women first, " shouted one of the ship's officers. Mr. Harris glanced upand saw that the remark was addressed to him. 

"All right, " he replied coolly. "Good-bye, my dear, " he said, as hekissed his wife, pressed her a moment to his breast, and then climbedback to the Titanic's deck. 

THREE EXPLOSIONS

Up to this time there had been no panic; but about one hour beforethe ship plunged to the bottom there were three separate explosions ofbulkheads as the vessel filled. These were at intervals of about fifteenminutes. From that time there was a different scene. The rush for theremaining boats became a stampede. 

The stokers rushed up from below and tried to beat a path through thesteerage men and women and through the sailors and officers, to get intothe boats. They had their iron bars and shovels, and they struck downall who stood in their way. 

The first to come up from the depths of the ship was an engineer. Fromwhat he is reported to have said it is probable that the steam fittingswere broken and many were scalded to death when the Titanic lifted. Hesaid he had to dash through a narrow place beside a broken pipe and hisback was frightfully scalded. 

Right at his heels came the stokers. The officers had pistols, but theycould not use them at first for fear of killing the women and children. The sailors fought with their fists and many of them took the stoke barsand shovels from the stokers and used them to beat back the others. 

Many of the coal-passers and stokers who had been driven back fromthe boats went to the rail, and whenever a boat was filled and loweredseveral of them jumped overboard and swam toward it trying to climbaboard. Several of the survivors said that men who swam to the sides oftheir boats were pulled in or climbed in. 

Dozens of the cabin passengers were witnesses of some of the frightfulscenes on the steerage deck. The steerage survivors said that ten womenfrom the upper decks were the only cool passengers in the life-boat, andthey tried to quiet the steerage women, who were nearly all crazed withfear and grief. 

OTHER HEROES

Among the chivalrous young heroes of the Titanic disaster wereWashington A. Roebling, 2d, and Howard Case, London representative ofthe Vacuum Oil Company. Both were urged repeatedly to take places inlife-boats, but scorned the opportunity, while working against time tosave the women aboard the ill-fated ship. They went to their death, itis said by survivors, with smiles on their faces. 

Both of these young men aided in the saving of Mrs. William T. Graham, wife of the president of the American Can Company, and Mrs. Graham'snineteen-year-old daughter, Margaret. 

Afterwards relating some of her experiences Mrs. Graham said:

"There was a rap at the door. It was a passenger whom we had met shortlyafter the ship left Liverpool, and his name was Roebling--Washington A. Roebling, 2d. He was a gentleman and a brave man. He warned us ofthe danger and told us that it would be best to be prepared for anemergency. We heeded his warning, and I looked out of my window and sawa great big iceberg facing us. Immediately I knew what had happened andwe lost no time after that to get out into the saloon. 

"In one of the gangways I met an officer of the ship. 

"'What is the matter?' I asked him. 

"'We've only burst two pipes, ' he said. 'Everything is all right, don'tworry. '

"'But what makes the ship list so?' I asked. 

"'Oh, that's nothing, ' he replied, and walked away. 

"Mr. Case advised us to get into a boat. 

"'And what are you going to do?' we asked him. 

"'Oh, ' he replied, 'I'll take a chance and stay here. '

"Just at that time they were filling up the third life-boat on the portside of the ship. I thought at the time that it was the third boat whichhad been lowered, but I found out later that they had lowered otherboats on the other side, where the people were more excited because theywere sinking on that side. 

"Just then Mr. Roebling came up, too, and told us to hurry and get intothe third boat. Mr. Roebling and Mr. Case bustled our party of threeinto that boat in less time than it takes to tell it. They were bothworking hard to help the women and children. The boat was fairly crowdedwhen we three were pushed into it, and a few men jumped in at the lastmoment, but Mr. Roebling and Mr. Case stood at the rail and made noattempt to get into the boat. 

"They shouted good-bye to us. What do you think Mr. Case did then? Hejust calmly lighted a cigarette and waved us good-bye with his hand. Mr. Roebling stood there, too--I can see him now. I am sure that he knewthat the ship would go to the bottom. But both just stood there. "

IN THE FACE OF DEATH

Scenes on the sinking vessel grew more tragic as the remainingpassengers faced the awful certainty that death must be the portion ofthe majority, death in the darkness of a wintry sea studded with its icemonuments like the marble shafts in some vast cemetery. 

In that hour, when cherished illusions of possible safety had allbut vanished, manhood and womanhood aboard the Titanic rose to theirsublimest heights. It was in that crisis of the direst extremity thatmany brave women deliberately rejected life and chose rather to remainand die with the men whom they loved. 

DEATH FAILS TO PART MR. AND MRS. STRAUS

"I will not leave my husband, " said Mrs. Isidor Straus. "We are old; wecan best die together, " and she turned from those who would have forcedher into one of the boats and clung to the man who had been the partnerof her joys and sorrows. Thus they stood hand in hand and heart toheart, comforting each other until the sea claimed them, united in deathas they had been through a long life. 

"Greater love hath no man than this, that a man lay down his life forhis friends. "

Miss Elizabeth Evans fulfilled this final test of affection laid downby the Divine Master. The girl was the niece of the wife of MagistrateCornell, of New York. She was placed in the same boat with many otherwomen. As it was about to be lowered away it was found that the craftcontained one more than its full quota of passengers. 

The grim question arose as to which of them should surrender her placeand her chance of safety. Beside Miss Evans sat Mrs. J. J. Brown, ofDenver, the mother of several children. Miss Evans was the first tovolunteer to yield to another. 

GIRL STEPS BACK TO DOOM

"Your need is greater than mine, " said she to Mrs. Brown. "You havechildren who need you, and I have none. "

So saying she arose from the boat and stepped back upon the deck. Thegirl found no later refuge and was one of those who went down with theship. She was twenty-five years old and was beloved by all who knew her. 

Mrs. Brown thereafter showed the spirit which had made her alsovolunteer to leave the boat. There were only three men in the boatand but one of them rowed. Mrs. Brown, who was raised on the water, immediately picked up one of the heavy sweeps and began to pull. 

In the boat which carried Mrs. Cornell and Mrs. Appleton there wereplaces for seventeen more than were carried. This too was undermannedand the two women at once took their places at the oars. 

The Countess of Rothes was pulling at the oars of her boat, likewiseundermanned because the crew preferred to stay behind. 

Miss Bentham, of Rochester, showed splendid courage. She happened to bein a life-boat which was very much crowded--so much so that one sailorhad to sit with his feet dangling in the icy cold water, and as timewent on the sufferings of the man from the cold were apparent. MissBentham arose from her place and had the man turn around while she tookher place with her feet in the water. 

Scarcely any of the life-boats were properly manned. Two, filled withwomen and children, capsized immediately, while the collapsible boatswere only temporarily useful. They soon filled with water. In one boateighteen or twenty persons sat in water above their knees for six hours. 

{illust. Caption =

In the darkness and confusion, punctuated by screams, sobs and curses, the boats were lowered after being filled with women, children and afew men. The sketch, drawn from description of eye-witnesses, shows thelofty side of the stricken vessel and the laden boats descending. 

THE LIFE-BOATS BEING LOWERED}

{illust. Caption = Copyright by Underwood & Underwood, N. Y. 

{illust. Caption = Copyright by Underwood & Underwood, N. Y. LIFE-BOATS, AS SEEN FROM THE CARPATHIA

Photographs taken from the rescue ship as she reached the first boatscarrying the Titanic's sufferers. }

heard it, but have forgotten it. But I saw an order for five poundswhich this man gave to each of the crew of his boat after they gotaboard the Carpathia. It was on a piece of ordinary paper addressed tothe Coutts Bank of England. 

"We called that boat the 'money boat. ' It was lowered from thestarboard side and was one of the first off. Our orders were to load thelife-boats beginning forward on the port side, working aft and then backon the starboard. This man paid the firemen to lower a starboard boatbefore the officers had given the order. "

Whiteley's own experience was a hard one. When the uncoiling rope, whichentangled his feet, threw him into the sea, it furrowed the flesh ofhis leg, but he did not feel the pain until he was safe aboard theCarpathia. 

"I floated on my life-preserver for several hours, " he said, "then Icame across a big oak dresser with two men clinging to it. I hung on tothis till daybreak and the two men dropped off. When the sun came up Isaw the collapsible raft in the distance, just black with men. They wereall standing up, and I swam to it--almost a mile, it seemed to me--andthey would not let me aboard. Mr. Lightoller, the second officer, wasone of them. 

"'It's thirty-one lives against yours, he said, 'you can't comeaboard. There's not room. '"

"I pleaded with him in vain, and then I confess I prayed that somebodymight die, so I could take his place. It was only human. And then someone did die, and they let me aboard. 

"By and by, we saw seven life-boats lashed together, and we were takeninto them. "

MEN SHOT DOWN

The officers had to assert their authority by force, and threeforeigners from the steerage who tried to force their way in among thewomen and children were shot down without mercy. 

Robert Daniel, a Philadelphia passenger, told of terrible scenes atthis period of the disaster. He said men fought and bit and struck oneanother like madmen, and exhibited wounds upon his face to prove theassertion. Mr. Daniel said that he was picked up naked from the ice-coldwater and almost perished from exposure before he was rescued. He andothers told how the Titanic's bow was completely torn away by the impactwith the berg. 

K. Whiteman, of Palmyra, N. J. , the Titanic's barber, was lowering boatson deck after the collision, and declared the officers on the bridge, one of them First Officer Murdock, promptly worked the electricalapparatus for closing the water-tight compartments. He believed themachinery was in some way so damaged by the crash that the frontcompartments failed to close tightly, although the rear ones weresecure. 

Whiteman's manner of escape was unique. He was blown off the deck by thesecond of the two explosions of the boilers, and was in the water morethan two hours before he was picked up by a raft. 

"The explosions, " Whiteman said; "were caused by the rushing in of theicy water on the boilers. A bundle of deck chairs, roped together, wasblown off the deck with me, and I struck my back, injuring my spine, butit served as a temporary raft. 

"The crew and passengers had faith in the bulkhead system to save theship and we were lowering a collapsible boat, all confident the shipwould get through, when she took a terrific dip forward and the waterswept over the deck and into the engine rooms. 

"The bow went clean down, and I caught the pile of chairs as I waswashed up against the rim. Then came the explosions which blew mefifteen feet. 

"After the water had filled the forward compartments, the ones at thestern could not save her, although they did delay the ship's going down. If it wasn't for the compartments hardly anyone could have got away. "

A SAD MESSAGE

One of the Titanic's stewards, Johnson by name, carried this message tothe sorrowing widow of Benjamin Guggenheim:

"When Mr. Guggenheim realized that there was grave danger, " said theroom steward, "he advised his secretary, who also died, to dress fullyand he himself did the same. Mr. Guggenheim, who was cool and collectedas he was pulling on his outer garments, said to the steward:--

PREPARED TO DIE BRAVELY

"'I think there is grave doubt that the men will get off safely. I amwilling to remain and play the man's game, if there are not enough boatsfor more than the women and children. I won't die here like a beast. I'll meet my end as man. '

"There was a pause and then Mr. Guggenheim continued:

"'Tell my wife, Johnson, if it should happen that my secretary and Iboth go down and you are saved, tell her I played the game out straightand to the end. No woman shall be left aboard this ship because BenGuggenheim was a coward. 

"'Tell her that my last thoughts will be of her and of our girls, butthat my duty now is to these unfortunate women and children on thisship. Tell her I will meet whatever fate is in store for me, knowing shewill approve of what I do. '"

In telling the story the room steward said the last he saw of Mr. Guggenheim was when he stood fully dressed upon the upper deck talkingcalmly with Colonel Astor and Major Butt. 

Before the last of the boats got away, according to some of thepassengers' narratives, there were more than fifty shots fired upon thedecks by officers or others in the effort to maintain the disciplinethat until then had been well preserved. 

THE SINKING VESSEL

Richard Norris Williams, Jr. , one of the survivors of the Titanic, sawhis father killed by being crushed by one of the tremendous funnels ofthe sinking vessel. 

"We stood on deck watching the life-boats of the Titanic being filledand lowered into the water, " said Mr. Williams. "The water was nearlyup to our waists and the ship was about at her last. Suddenly one of thegreat funnels fell. I sprang aside, endeavoring to pull father with me. A moment later the funnel was swept overboard and the body of fatherwent with it. 

"I sprang overboard and swam through the ice to a life-raft, andwas pulled aboard. There were five men and one woman on the raft. Occasionally we were swept off into the sea, but always managed to crawlback. 

"A sailor lighted a cigarette and flung the match carelessly among thewomen. Several screamed, fearing they would be set on fire. The sailorreplied: 'We are going to hell anyway and we might as well be crematednow as then. '"

A huge cake of ice was the means of aiding Emile Portaleppi, of Italy, in his hairbreadth escape from death when the Titanic went down. Portaleppi, a second class passenger, was awakened by the explosion ofone of the bulkheads of the ship. He hurried to the deck, strapped alife-preserver around him and leaped into the sea. With the aid of thepreserver and by holding to a cake of ice he managed to keep afloatuntil one of the life-boats picked him up. There were thirty-five otherpeople in the boat, he said, when he was hauled aboard. 

THE COWARD

Somewhere in the shadow of the appalling Titanic disaster slinks--stillliving by the inexplicable grace of God--a cur in human shape, to-daythe most despicable human being in all the world. 

In that grim midnight hour, already great in history, he found himselfhemmed in by the band of heroes whose watchword and countersign rang outacross the deep--"Women and children first!"

What did he do? He scuttled to the stateroom deck, put on a woman'sskirt, a woman's hat and a woman's veil, and picking his crafty way backamong the brave and chivalric men who guarded the rail of the doomedship, he filched a seat in one of the life-boats and saved his skin. 

His name is on that list of branded rescued men who were neither pickedup from the sea when the ship went down nor were in the boats underorders to help get them safe away. His identity is not yet known, thoughit will be in good time. So foul an act as that will out like murder. 

The eyes of strong men who have read this crowded record of goldendeeds, who have read and re-read that deathless roll of honor of thedead, are still wet with tears of pity and of pride. This man stilllives. Surely he was born and saved to set for men a new standard bywhich to measure infamy and shame. 

It is well that there was sufficient heroism on board the Titanic toneutralize the horrors of the cowardice. When the first order was givenfor the men to stand back, there were a dozen or more who pushed forwardand said that men would be needed to row the life-boats and that theywould volunteer for the work. 

The officers tried to pick out the ones that volunteered merely forservice and to eliminate those who volunteered merely to save their ownlives. This elimination process however, was not wholly successful. 

THE DOOMED MEN

As the ship began to settle to starboard, heeling at an angle of nearlyforty-five degrees, those who had believed it was all right to stick bythe ship began to have doubts, and a few jumped into the sea. They werefollowed immediately by others, and in a few minutes there were scoresswimming around. Nearly all of them wore life-preservers. One man, whohad a Pomeranian dog, leaped overboard with it and striking a piece ofwreckage was badly stunned. He recovered after a few minutes and swamtoward one of the life-boats and was taken aboard. 

Said one survivor, speaking of the men who remained on the ship. "Therethey stood--Major Butt, Colonel Astor waving a farewell to his wife, Mr. Thayer, Mr. Case, Mr. Clarence Moore, Mr. Widener, allmultimillionaires, and hundreds of other men, bravely smiling at us all. Never have I seen such chivalry and fortitude. Such courage in the faceof fate horrible to contemplate filled us even then with wonder andadmiration. "

Why were men saved? ask: others who seek to make the occasional malesurvivor a hissing scorn; and yet the testimony makes it clear that fora long time during that ordeal the more frightful position seemed tomany to be in the frail boats in the vast relentless sea, and that somemen had to be tumbled into the boats under orders from the officers. Others express the deepest indignation that 210 sailors were rescued, the testimony shows that most of these sailors were in the welter of iceand water into which they had been thrown from the ship's deck when shesank; they were human beings and so were picked up and saved. 

"WOMEN AND CHILDREN FIRST"

The one alleviating circumstance in the otherwise immitigable tragedyis the fact that so many of the men stood aside really with out thenecessity for the order, "Women and children first, " and insisted thatthe weaker sex should first have places in the boats. 

There were men whose word of command swayed boards of directors, governed institutions, disposed of millions. They were accustomed merelyto pronounce a wish to have it gratified. Thousands "posted at theirbidding"; the complexion of the market altered hue when they nodded;they bought what they wanted, and for one of the humblest fishing smacksor a dory they could have given the price that was paid to build andlaunch the ship that has become the most imposing mausoleum that everhoused the bones of men since the Pyramids rose from the desert sands. 

But these men stood aside--one can see them!--and gave place not merelyto the delicate and the refined, but to the scared Czech woman from thesteerage, with her baby at her breast; the Croatian with a toddler byher side, coming through the very gate of Death and out of the mouth ofHell to the imagined Eden of America. 

To many of those who went it was harder to go than to stay there on thevessel gaping with its mortal wounds and ready to go down. It meant thattossing on the waters they must wait in suspense, hour after hour evenafter the lights of the ship were engulfed in appalling darkness, hopingagainst hope for the miracle of a rescue dearer to them than their ownlives. 

It was the tradition of Anglo-Saxon heroism that was fulfilled in thefrozen seas during the black hours of Sunday night. The heroism was thatof the women who went, as well as of the men who remained!

CHAPTER VII. LEFT TO THEIR FATE

COOLNESS AND HEROISM OF THOSE LEFT TO PERISH--SUICIDE OFMURDOCK--CAPTAIN SMITH'S END--THE SHIP'S BAND PLAYS A NOBLE HYMN AS THEVESSEL GOES DOWN

THE general feeling aboard the ship after the boats had left hersides was that she would not survive her wound, but the passengers whoremained aboard displayed the utmost heroism. 

William T. Stead, the famous English journalist, was so litt{l}e alarmedthat he calmly discussed with one of the passengers the probable heightof the iceberg after the Titanic had shot into it. 

Confidence in the ability of the Titanic to remain afloat doubtlesslyled many of the passengers to death. The theory that the great ship wasunsinkable remained with hundreds who had entrusted themselves to thegigantic hulk, long after the officers knew that the vessel could notsurvive. 

The captain and officers behaved with superb gallantry, and there wasperfect order and discipline among those who were aboard, even after allhope had been abandoned for the salvation of the ship. 

Many women went down, steerage women who were unable to get to the upperdecks where the boats were launched, maids who were overlooked in theconfusion, cabin passengers who refused to desert their husbands or whoreached the decks after the last of the life-boats was gone and the shipwas settling for her final plunge to the bottom of the Atlantic. 

Narratives of survivors do not bear out the supposition that the finalhours upon the vessel's decks were passed in darkness. They say theelectric lighting plant held out until the last, and that even as theywatched the ship sink, from their places in the floating life-boats, herlights were gleaming in long rows as she plunged under by the head. Justbefore she sank, some of the refugees say, the ship broke in two abaftthe engine room after the bulkhead explosions had occurred. 

COLONEL ASTOR'S DEATH

To Colonel Astor's death Philip Mock bears this testimony. 

"Many men were hanging on to rafts in the sea. William T. Stead andColonel Astor were among them. Their feet and hands froze and they hadto let go. Both were drowned. "

The last man among the survivors to speak to Colonel Astor was K. Whiteman, the ship's barber. 

"I shaved Colonel Astor Sunday afternoon, " said Whiteman. "He was apleasant, affable man, and that awful night when I found myself standingbeside him on the passenger deck, helping to put the women into theboats, I spoke to him. 

"'Where is your life-belt?' I asked him. 

"'I didn't think there would be any need of it, ' he said. 

"'Get one while there is time, ' I told him. 'The last boat is gone, andwe are done for. '

"'No, ' he said, 'I think there are some life-boats to be launched, andwe may get on one of them. '

"'There are no life-rafts, ' I told him, 'and the ship is going to sink. I am going to jump overboard and take a chance on swimming out and beingpicked up by one of the boats. Better come along. '

"'No, thank you, ' he said, calmly, 'I think I'll have to stick. '

"I asked him if he would mind shaking hands with me. He said, 'Withpleasure, ' gave me a hearty grip, and then I climbed up on the rail andjumped overboard. I was in the water nearly four hours before one of theboats picked me up. "

CAPTAIN WASHED OVERBOARD

Murdock's last orders were to Quartermaster Moody and a few other pettyofficers who had taken their places in the rigid discipline of the shipand were lowering the boats. Captain Smith came up to him on the bridgeseveral times and then rushed down again. They spoke to one another onlyin monosyllables. 

There were stories that Captain Smith, when he saw the ship actuallygoing down, had committed suicide. There is no basis for such tales. Thecaptain, according to the testimony of those who were near him almostuntil the last, was admirably cool. He carried a revolver in his hand, ready to use it on anyone who disobeyed orders. 

"I want every man to act like a man for manhood's sake, " he said, "andif they don't, a bullet awaits the coward. "

With the revolver in his hand--a fact that undoubtedly gave rise tothe suicide theory--the captain moved up and down the deck. He gave theorder for each life-boat to make off and he remained until every boatwas gone. Standing on the bridge he finally called out the order: "Eachman save himself. " At that moment all discipline fled. It was the lastcall of death. If there had been any hope among those on board before, the hope now had fled. 

The bearded admiral of the White Star Line fleet, with every life-savingdevice launched from the decks, was returning to the deck to perform thesacred office of going down with his ship when a wave dashed over theside and tore him from the ladder. 

The Titanic was sinking rapidly by the head, with the twisting sidelongmotion that was soon to aim her on her course two miles down. Murdocksaw the skipper swept out; but did not move. Captain Smith was but oneof a multitude of lost at that moment. Murdock may have known that thelast desperate thought of the gray mariner was to get upon his bridgeand die in command. That the old man could not have done this may havehad something to do with Murdock's suicidal inspiration. Of that no manmay say or safely guess. 

The wave that swept the skipper out bore him almost to the thwart ofa crowded life-boat. Hands reached out, but he wrenched himself away, turned and swam back toward the ship. 

Some say that he said, "Good-bye, I'm going back to the ship. "

He disappeared for a moment, then reappeared where a rail was slippingunder water. Cool and courageous to the end, loyal to his duty under themost difficult circumstances, he showed himself a noble captain, and hedied a noble death. 

SAW BOTH OFFICERS PERISH

Quartermaster Moody saw all this, watched the skipper scramble aboardagain onto the submerged decks, and then vanish altogether in a greatbillow. 

As Moody's eye lost sight of the skipper in this confusion of waters itagain shifted to the bridge, and just in time to see Murdock take hislife. The man's face was turned toward him, Moody said, and he couldnot mistake it. There were still many gleaming lights on the ship, flickering out like little groups of vanishing stars, and with theclear starshine on the waters there was nothing to cloud or break thequartermaster's vision. 

"I saw Murdock die by his own hand, " said Moody, "saw the flash fromhis gun, heard the crack that followed the flash and then saw him plungeover on his face. "

Others report hearing several pistol shots on the decks below thebridge, but amid the groans and shrieks and cries, shouted orders andall that vast orchestra of sounds that broke upon the air they must havebeen faint periods of punctuation

BAND PLAYED ITS OWN DIRGE

The band had broken out in the strains of "Nearer, My God, to Thee, "some minutes before Murdock lifted the revolver to his head, fired andtoppled over on his face. Moody saw all this in a vision that filled hisbrain, while his ears drank in the tragic strain of the beautiful hymnthat the band played as their own dirge, even to the moment when thewaters sucked them down. 

Wherever Murdock's eye swept the water in that instant, before he drewhis revolver, it looked upon veritable seas of drowning men and women. From the decks there came to him the shrieks and groans of the caged anddrowning, for whom all hope of escape was utterly vanished. He evidentlynever gave a thought to the possibility of saving himself, his mindfreezing with the horrors he beheld and having room for just one centralidea--swift extinction. 

The strains of the hymn and the frantic cries of the dying blended in asymphony of sorrow. 

Led by the green light, under the light of stars, the boats drew away, and the bow, then the quarter, then the stacks and last the stern of themarvel ship of a few days before passed beneath the waters. The greatforce of the ship's sinking was unaided by any violence of the elements, and the suction, not so great as had been feared, rocked but mildly thegroup of boats now a quarter of a mile distant from it. 

Just before the Titanic disappeared from view men and women leaped fromthe stern. More than a hundred men, according to Colonel Gracie, jumpedat the last. Gracie was among the number and he and the second officerwere of the very few who were saved. 

As the vessel disappeared, the waves drowned the majestic

{illust. Caption = DEPTH OF OCEAN WHERE THE TITANIC WENT DOWN

The above etching shows a diagram of the ocean depths between the shoreof Newfoundland (shown at the top to the left, by the heavily shadedpart) to 800 miles out, where the Titanic struck an iceberg and sank. Over the Great Bank of Newfoundland the greatest depth is about 35fathoms, or 210 feet. Then there is a sudden drop to 105 fathoms, or630 feet, and then there is a falling away to 1650 fathoms or 9900 feet, then 2000 fathoms or 12, 000 feet, and about where the Titanic sank 2760fathoms or 16, 560 feet. }

hymn which the musicians played as they went to their watery grave. Themost authentic accounts agree that this hymn was not "Nearer, My God, toThee, " which it seems had been

{illust. Caption = CARPATHIA

The Cunard liner which brought the survivors of the Titanic to NewYork. }

{illust. Caption = THE HERO WIRELESS OPERATOR OF THE TITANIC

Photograph of Harold... }

played shortly before, but "Autumn, " which is found in the Episcopalhymnal and which fits appropriately the situation on the Titanic in thelast moments of pain and darkness there. One line, "Hold me up in mightywaters, " particularly may have suggested the hymn to some ministeraboard the doomed vessel, who, it has been thought, thereupon askedthe remaining passengers to join in singing the hymn, in a last serviceaboard the sinking ship, soon to be ended by death itself. 

Following is the hymn:

 God of mercy and compassion! Look with pity on my pain: Hear a mournful, broken spirit Prostrate at Thy feet complain; Many are my foes, and mighty; Strength to conquer I have none; Nothing can uphold my goings But Thy blessed Self alone. 

 Saviour, look on Thy beloved; Triumph over all my foes; Turn to heavenly joy my mourning, Turn to gladness all my woes; Live or die, or work or suffer, Let my weary soul abide, In all changes whatsoever Sure and steadfast by Thy side. When temptations fierce assault me, When my enemies I find, Sin and guilt, and death and Satan, All against my soul combined, Hold me up in mighty waters, Keep my eyes on things above, Righteousness, divine Atonement, Peace, and everlasting Love. 

It was a little lame schoolmaster, Tyrtaeus, who aroused the Spartans byhis poetry and led them to victory against the foe. 

It was the musicians of the band of the Titanic--poor men, paid a fewdollars a week--who played the music to keep up the courage of the soulsaboard the sinking ship. 

"The way the band kept playing was a noble thing, " says the wirelessoperator. "I heard it first while we were working the wireless, whenthere was a rag-time tune for us, and the last I saw of the band, when Iwas floating, struggling in the icy water, it was still on deck, playing'Autumn. ' How those brave fellows ever did it I cannot imagine. "

Perhaps that music, made in the face of death, would not have satisfiedthe exacting critical sense. It may be that the chilled fingers falteredon the pistons of the cornet or at the valves of the French horn, thatthe time was irregular and that by an organ in a church, with a decorouscongregation, the hymns they chose would have been better played andsung. But surely that music went up to God from the souls of drowningmen, and was not less acceptable than the song of songs no mortal earmay hear, the harps of the seraphs and the choiring cherubim. Under thesea the music-makers lie, still in their fingers clutching the brokenand battered means of melody; but over the strident voice of warringwinds and the sound of many waters there rises their chant eternally;and though the musicians lie hushed and cold at the sea's heart, theirmusic is heard forevermore. 

LAST MOMENTS

That great ship, which started out as proudly, went down to her deathlike some grime silent juggernaut, drunk with carnage and anxious tostop the throbbing of her own heart at the bottom of the sea. Charles H. Lightoller, second officer of the Titanic, tells the story this way:

"I stuck to the ship until the water came up to my ankles. There hadbeen no lamentations, no demonstrations either from the men passengersas they saw the last life-boat go, and there was no wailing or crying, no outburst from the men who lined the ship's rail as the Titanicdisappeared from sight. 

"The men stood quietly as if they were in church. They knew that theywere in the sight of God; that in a moment judgment would be passedupon them. Finally, the ship took a dive, reeling for a moment, thenplunging. I was sucked to the side of the ship against the grating overthe blower for the exhaust. There was an explosion. It blew me to thesurface again, only to be sucked back again by the water rushing intothe ship

"This time I landed against the grating over the pipes, which furnish adraught for the funnels, and stuck there. There was another explosion, and I came to the surface. The ship seemed to be heaving tremendoussighs as she went down. I found myself not many feet from the ship, buton the other side of it. The ship had turned around while I was underthe water. 

"I came up near a collapsible life-boat and grabbed it. Many men werein the water near me. They had jumped at the last minute. A funnel fellwithin four inches of me and killed one of the swimmers. Thirty clung tothe capsized boat, and a life-boat, with forty survivors in it already, finally took them off. 

"George D. Widener and Harry Elkins Widener were among those who jumpedat the last minute. So did Robert Williams Daniel. The three of themwent down together. Daniel struck out, lashing the water with his armsuntil he had made a point far distant from the sinking monster of thesea. Later he was picked up by one of the passing life-boats. 

"The Wideners were not seen again, nor was John B. Thayer, who went downon the boat. 'Jack' Thayer, who was literally thrown off the Titanicby an explosion, after he had refused to leave the men to go with hismother, floated around on a raft for an hour before he was picked up. "

AFLOAT WITH JACK THAYER

Graphic accounts of the final plunge of the Titanic were related by twoEnglishmen, survivors by the merest chance. One of them struggled forhours to hold himself afloat on an overturned collapsible life-boat, to one end of which John B. Thayer, Jr. , of Philadelphia, whose fatherperished, hung until rescued. 

The men gave their names as A. H. Barkworth, justice of the peace ofEast Riding, Yorkshire, England, and W. J. Mellers, of Christ ChurchTerrace, Chelsea, London. The latter, a young man, had started for thiscountry with his savings to seek his fortune, and lost all but his life. 

Mellers, like Quartermaster Moody, said Captain Smith did not commitsuicide. The captain jumped from the bridge, Mellers declares, and heheard him say to his officers and crew: "You have done your duty, boys. Now every man for himself. " Mellers and Barkworth, who say their nameshave been spelled incorrectly in most of the lists of survivors, bothdeclare there were three distinct explosions before the Titanic broke intwo, and bow section first, and stern part last, settled with her humancargo into the sea. 

Her four whistles kept up a deafening blast until the explosions, declare the men. The death cries from the shrill throats of theblatant steam screechers beside the smokestacks so rent the air thatconversation among the passengers was possible only when one yelled intothe ear of a fellow-unfortunate. 

"I did not know the Thayer family well, " declared Mr. Barkworth, "but Ihad met young Thayer, a clear-cut chap, and his father on the trip. Thelad and I struggled in the water for several hours endeavoring to holdafloat by grabbing to the sides and end of an overturned life-boat. Now and again we lost our grip and fell back into the water. I did notrecognize young Thayer in the darkness, as we struggled for our lives, but I did recall having met him before when we were picked up by alife-boat. We were saved by the merest chance, because the survivors ona life-boat that rescued us hesitated in doing so, it seemed, fearingperhaps that additional burdens would swamp the frail craft. 

"I considered my fur overcoat helped to keep me afloat. I had a lifepreserver over it, under my arms, but it would not have held me up sowell out of the water but for the coat. The fur of the coat seemed notto get wet through, and retained a certain amount of air that added tobuoyance. I shall never part with it. 

"The testimony of J. Bruce Ismay, managing director of the White StarLine, that he had not heard explosions before the Titanic settled, indicates that he must have gotten some distance from her in hislife-boat. There were three distinct explosions and the ship broke inthe center. The bow settled headlong first, and the stern last. I waslooking toward her from the raft to which young Thayer and I had clung. "

HOW CAPTAIN SMITH DIED

Barkworth jumped, just before the Titanic went down. He said there wereenough life-preservers for all the passengers, but in the confusion manymay not have known where to look for them. Mellers, who had donned alife-preserver, was hurled into the air, from the bow of the ship by theforce of the explosion, which he believed caused the Titanic to part inthe center. 

"I was not far from where Captain Smith stood on the bridge, giving fullorders to his men, " said Mellers. "The brave old seaman was crying, buthe had stuck heroically to the last. He did not shoot himself. Hejumped from the bridge when he had done all he could. I heard his finalinstructions to his crew, and recall that his last words were: 'You havedone your duty, boys. Now every man for himself. '

"I thought I was doomed to go down with the rest. I stood on the deck, awaiting my fate, fearing to jump from the ship. Then came a grindingnoise, followed by two others, and I was hurled into the deep. Greatwaves engulfed me, but I was not drawn toward the ship, so that Ibelieve there was little suction. I swam about for more than one hourbefore I was picked up by a boat. "

A FAITHFUL OFFICER

Charles Herbert Lightoller, previously mentioned, stood by the shipuntil the last, working to get the passengers away, and when it appearedthat he had made his last trip he went up high on the officers' quartersand made the best dive he knew how to make just as the ship plunged downto the depths. This is an excerpt from his testimony before the Senateinvestigating committee:

"What time did you leave the ship?"

"I didn't leave it. "

"Did it leave you?"

"Yes, sir. "

Children shall hear that episode sung in after years and his owndescendants shall recite it to their bairns. Mr. Lightoller acted as anofficer and gentleman should, and he was not the only one. 

A MESSAGE FROM A NOTORIOUS GAMBLER

That Jay Yates, gambler, confidence man and fugitive from justice, knownto the police and in sporting circles as J. H. Rogers, went down withthe Titanic after assisting many women aboard life-boats, became knownwhen a note, written on a blank page torn from a diary: was delivered tohis sister. Here is a fac-simile of the note:

{illust. }

This note was given by Rogers to a woman he was helping into alife-boat. The woman, who signed herself "Survivor, " inclosed the notewith the following letter. 

"You will find note that was handed to me as I was leaving the Titanic. Am stranger to this man, but think he was a card player. He helped meaboard a life-boat and I saw him help others. Before we were lowered Isaw him jump into the sea. If picked up I did not recognize him on theCarpathia. I don't think he was registered on the ship under his rightname. "

Rogers' mother, Mrs. Mary A. Yates, an old woman, broke down when shelearned son had perished. 

"Thank God I know where he is now, " she sobbed. "I have not heard fromhim for two years. The last news I had from him he was in London. "

FIFTY LADS MET DEATH

Among the many hundreds of heroic souls who went bravely and quietly totheir end were fifty happy-go-lucky youngsters shipped as bell boysor messengers to serve the first cabin passengers. James Humphreys, aquartermaster, who commanded life-boat No. 11, told a li{t}tle storythat shows how these fifty lads met death. 

Humphreys said the boys were called to their regular posts in the maincabin entry and taken in charge by their captain, a steward. They wereordered to remain in the cabin and not get in the way. Throughout thefirst hour of confusion and terror these lads sat quietly on theirbenches in various parts of the first cabin. 

Then, just toward the end when the order was passed around that the shipwas going down and every man was free to save himself, if he kept awayfrom the life-boats in which the women

{illust. Caption = "WHO HATH MEASURED THE WATERS IN THE HOLLOW OFHIS HAND. "--Isaiah XL:xii}

were being taken, the bell boys scattered to all parts of the ship. 

Humphreys said he saw numbers of them smoking cigarettes and joking withthe passengers. They seemed to think that their violation of the ruleagainst smoking while on duty was a sufficient breach of discipline. 

Not one of them attempted to enter a life-boat. Not one of them wassaved. 

THE HEROES WHO REMAINED

The women who left the ship; the men who remained--there is little tochoose between them for heroism. Many of the women compelled to take tothe boats would have stayed, had it been possible, to share the fate oftheir nearest and dearest, without whom their lives are crippled, brokenand disconsolate. 

The heroes who remained would have said, with Grenville. "We have onlydone our duty, as a man is bound to do. " They sought no palms or crownsof martyrdom. "They also serve who only stand and wait, " and their firstaction was merely to step aside and give places in the boats to womenand children, some of whom were too young to comprehend or to remember. 

There was no debate as to whether the life of a financier, a masterof business, was rated higher in the scale of values than that of anignorant peasant mother. A woman was a woman, whether she wore ragsor pearls. A life was given for a life, with no assertion that one waspriceless and the other comparatively valueless. 

Many of those who elected to remain might have escaped. "Chivalry" is amild appellation for their conduct. Some of the vaunted knights of oldwere desperate cowards by comparison. A fight in the open field, orjousting in the tournament, did not call out the manhood in a man as didthe waiting till the great ship took the final plunge, in the knowledgethat the seas round about were covered with loving and yearningwitnesses whose own salvation was not assured. 

When the roll is called hereafter of those who are "purged of pridebecause they died, who know the worth of their days, " let the names ofthe men who went down with the Titanic be found written there in thesight of God and men. 

THE OBVIOUS LESSON

And, whatever view of the accident be taken, whether the moralist shalluse it to point the text of a solemn or denunciatory warning, or whetherthe materialist, swinging to the other extreme, scouts any other theorythan that of the "fortuitous concurrence of atoms, " there is scarcely athinking mortal who has heard of what happened who has not been deeplystirred, in the sense of a personal bereavement, to a profound humilityand the conviction of his own insignificance in the greater universalscheme. 

Many there are whom the influences of religion do not move, and uponwhose hearts most generous sentiments knock in vain, who still areoverawed and bowed by the magnitude of this catastrophe. No matter whatthey believe about it, the effect is the same. The effect is to reducea man from the swaggering braggart--the vainglorious lord of what hesees--the self-made master of fate, of nature, of time, of space, ofeverything--to his true microscopic stature in the cosmos. He goes intears to put together again the fragments of the few, small, pitifulthings that belonged to him. 

 "Though Love may pine, and Reason chafe, There came a Voice without reply. "

The only comfort, all that can bring surcease of sorrow, is that menfashioned in the image of their Maker rose to the emergency like heroes, and went to their grave as bravely as any who have given their livesat any time in war. The hearts of those who waited on the land, andagonized, and were impotent to save, have been laid upon the same altarsof sacrifice. The mourning of those who will not be comforted rises fromalien lands together with our own in a common broken intercession. Howlittle is the 882 feet of the "monster" that we launched compared withthe arc of the rainbow we can see even in our grief spanning the frozenboreal mist!

 "The best of what we do and are, Just God, forgive!"

THE ANCIENT SACRIFICE

And still our work must go on. It is the business of men and womenneither to give way to unavailing grief nor to yield to the crushingincubus of despair, but to find hope that is at the bottom ofeverything, even at the bottom of the sea where that glorious virgin ofthe ocean is dying. "And when she took unto herself a mate She must espouse the everlasting sea. "

Even so, for any progress of the race, there must be the ancientsacrifice of man's own stubborn heart, and all his pride. He mustforever "lay in dust life's glory dead. " He cannot rise to the height itwas intended he should reach till he has plumbed the depths, till he hasdevoured the bread of the bitterest affliction, till he has known theache of hopes deferred, of anxious expectation disappointed, of dreamsthat are not to be fulfilled this side of the river that waters themeads of Paradise. There still must be a reason why it is not an unhappything to be taken from "the world we know to one a wonder still, " and sothat we go bravely, what does it matter, the mode of our going? It wasnot only those who stood back, who let the women and children go tothe boats, that died. There died among us on the shore something of thefierce greed of bitterness, something of the sharp hatred of passion, something of the mad lust of revenge and of knife-edge competition. Though we are not aware of it, perhaps, we are not quite the people thatwe were before out of the mystery an awful hand was laid upon us all, and what we had thought the colossal power of wealth was in a twinklingshown to be no more than the strength of an infant's little finger, orthe twining tendril of a plant. 

 "Lest we forget; lest we forget!"

{"illustration", really "music" Lyrics =

God of mercy and compassion, Look with pity on my pain; Hear a mournful, broken spirit Prostrate at Thy feet complain; Many are my foes andmighty; Strength to conquer I have none; Nothing can uphold my goingsBut they blessed Self alone. AMEN

{2nd Stanza} Saviour, look on Thy beloved, Triumph over all my foes, Turn to heavenly joy my mourning, Turn to gladness all my woes; Liveor die, or work or suffer Let my weary soul abide, In all changeswhatsoever, Sure and steadfast by Thy side:

{3rd Stanza} When temptations fierce assault me, When my enemies I find, Sin and guilt, and death and Satan, All against my soul combined, Holdme up in mighty waters, Keep my eyes on things above--Rightousness, {sic}divine atonement Peace and everlasting love, }

{illust. Caption = LATITUDE 41. 46 NORTH, LONGITUDE 50. 14 WEST WHEREMANHOOD PERISHED NOT}

{illust. Caption = LOWERING OF THE LIFE-BOATS FROM THE TITANIC

It is easy to understand why... }

{illust. Caption = PASSENGERS LEAVING THE TITANIC IN THE LIFE-BOATS

The agony and despair which possessed the occupants of these boatsas they were carried away from the doomed giant, leaving husbands andbrothers behind, is almost beyond description. It is little wonder thatthe strain of these moments, with the physical and mental sufferingwhich followed during the early morning hours, left many of the womenstill hysterical when they reached New York. }

WHERE MANHOOD PERISHED NOT

 Where cross the lines of forty north And fifty-fourteen west There rolls a wild and greedy sea With death upon its crest. No stone or wreath from human hands Will ever mark the spot Where fifteen hundred men went down, But Manhood perished not. 

 Old Ocean takes but little heed Of human tears or woe. No shafts adorn the ocean graves, Nor weeping willows grow. Nor is there need of marble slab To keep in mind the spot Where noble men went down to death, But manhood perished not!

 Those men who looked on death and smiled, And trod the crumbling deck, Have saved much more than precious lives From out that awful wreck. Though countless joys and hopes and fears Were shattered at a breath, 'Tis something that the name of Man Did not go down to death. 

 'Tis not an easy thing to die, E'en in the open air, Twelve hundred miles from home and friends, In a shroud of black despair. A wreath to crown the brow of man, And hide a former blot Will ever blossom o'er the waves Where Manhood perished not. 

 HARVEY P. THEW {spelling uncertain due to poor printing}

CHAPTER VIII. THE CALL FOR HELP HEARD

THE VALUE OF THE WIRELESS--OTHER SHIPS ALTER THEIR COURSE--RESCUERS ONTHE WAY

"WE have struck an iceberg. Badly damaged. Rush aid. "

Seaward and landward, J. G. Phillips, the Titanic's wireless man, hadhurled the appeal for help. By fits and starts--for the wireless wasworking unevenly and blurringly--Phillips reached out to the world, crying the Titanic's peril. A word or two, scattered phrases, now andthen a connected sentence, made up the message that sent a thrill ofapprehension for a thousand miles east, west and south of the doomedliner. 

The early despatches from St. John's, Cape Race, and Montreal, toldgraphic tales of the race to reach the Titanic, the wireless appealsfor help, the interruption of the calls, then what appeared to be asuccessful conclusion of the race when the Virginian was reported ashaving reached the giant liner. 

MANY LINES HEAR THE CALL

Other rushing liners besides the Virginian heard the call and became onthe instant something more than cargo carriers and passenger greyhounds. The big Baltic, 200 miles to the eastward and westbound, turned againto save life, as she did when her sister of the White Star fleet, theRepublic, was cut down in a fog in January, 1909. The Titanic's mate, the Olympic, the mightiest of the seagoers save the Titanic herself, turned in her tracks. All along the northern lane the miracle of thewireless worked for the distressed and sinking White Star ship. TheHamburg-American Cincinnati, the Parisian from Glasgow, the NorthGerman Lloyd Prinz Friedrich Wilhelm, the Hamburg-American liners PrinzAdelbert and Amerika, all heard the C. Q. D. And the rapid, condensedexplanation of what had happened. 

VIRGINIAN IN DESPERATE HASTE

But the Virginian was nearest, barely 170 miles away, and was the firstto know of the Titanic's danger. She went about and headed underforced draught for the spot indicated in one of the last of Phillips'messages--latitude 41. 46 N. And longitude 50. 14 W. She is a fastship, the Allan liner, and her wireless has told the story of how shestretched through the night to get up to the Titanic in time. There wasneed for all the power of her engines and all the experience and skillof her captain. The final fluttering Marconigrams that were releasedfrom the Titanic made it certain that the great ship with 2340 soulsaboard was filling and in desperate peril. 

Further out at sea was the Cunarder, Carpathia, which left New Yorkfor the Mediterranean on April 13th. Round she went and plunged backwestward to take a hand in saving life. And the third steamship withinshort sailing of the Titanic was the Allan liner Parisian away to theeastward, on her way from Glasgow to Halifax. 

While they sped in the night with all the drive that steam could givethem, the Titanic's call reached to Cape Race and the startled operatorthere heard at midnight a message which quickly reached New York:

"Have struck an iceberg. We are badly damaged. Titanic latitude 41. 46N. , 50. 14 W. "

Cape Race threw the appeal broadcast wherever his apparatus could carry. 

Then for hours, while the world waited for a crumb of news as to thesafety of the great ship's people, not one thing more was known savethat she was drifting, broken and helpless and alone in the midst of awaste of ice. And it was not until seventeen hours after the Titanichad sunk that the words came out of the air as to her fate. There was aconfusion and tangle of messages--a jumble of rumors. Good tidings weretrodden upon by evil. And no man knew clearly what was taking place inthat stretch of waters where the giant icebergs were making a mock ofall that the world knew best in ship-building. 

TITANIC SENT OUT NO MORE NEWS

It was at 12. 17 A. M. , while the Virginian was still plunging eastward, that all communication from the Titanic ceased. The Virginian'soperator, with the Virginian's captain at his elbow, fed the air withblue flashes in a desperate effort to know what was happening to thecrippled liner, but no message came back. The last word from the Titanicwas that she was sinking. Then the sparking became fainter. The callwas dying to nothing. The Virginian's operator labored over a blur ofsignals. It was hopeless. So the Allan ship strove on, fearing that theworst had happened. 

It was this ominous silence that so alarmed the other vessels hurryingto the Titanic and that caused so much suspense here. 

CHAPTER IX. IN THE DRIFTING LIFE-BOATS

SORROW AND SUFFERING--THE SURVIVORS SEE THE TITANIC GO DOWN WITH THEIRLOVED ONES ON BOARD--A NIGHT OF AGONIZING SUSPENSE--WOMEN HELP TOROW--HELP ARRIVES--PICKING UP THE LIFE-BOATS

SIXTEEN boats were in the procession which entered on the terrible hoursof rowing, drifting and suspense. Women wept for lost husbands and sons, sailors sobbed for the ship which had been their pride. Men choked backtears and sought to comfort the widowed. Perhaps, they said, other boatsmight have put off in another direction. They strove, though none toosure themselves, to convince the women of the certainty that a rescueship would appear. 

In the distance the Titanic looked an enormous length, her great bulkoutlined in black against the starry sky, every port-hole and saloonblazing with light. It was impossible to think anything could be wrongwith such a leviathan, were it not for that ominous tilt downwards inthe bows, where the water was now up to the lowest row of port-holes. Presently, about 2 A. M. , as near as can be determined, those in thelife-boats observed her settling very rapidly with the bows and thebridge completely under water, and concluded it was now only a questionof minutes before she went. So it proved She slowly tilted straight onend with the stern vertically upwards, and as she did, the lights inthe cabins and saloons, which until then had not flickered for a moment, died out, came on again for a single flash, and finally went altogether. At the same time the machinery roared down through the vessel with arattle and a groaning that could be heard for miles, the weirdest soundsurely that could be heard in the middle of the ocean, a thousand milesaway from land. But this was not yet quite the end. 

TITANIC STOOD UPRIGHT

To the amazement of the awed watchers in the life-boats, the doomedvessel remained in that upright position for a time estimated at fiveminutes; some in the boat say less, but it was certainly some minutesthat at least 150 feet of the Titanic towered up above the level of thesea and loomed black against the sky. 

SAW LAST OF BIG SHIP

Then with a quiet, slanting dive she disappeared beneath the waters, andthe eyes of the helpless spectators had looked for the last time uponthe gigantic vessel on which they had set out from Southampton. Andthere was left to the survivors only the gently heaving sea, thelife-boats filled with men and women in every conceivable condition ofdress and undress, above the perfect sky of brilliant stars with not acloud, all tempered with a bitter cold that made each man and woman longto be one of the crew who toiled away with the oars and kept themselveswarm thereby--a curious, deadening; bitter cold unlike anything they hadfelt before. 

"ONE LONG MOAN"

And then with all these there fell on the ear the most appallingnoise that human being has ever listened to--the cries of hundreds offellow-beings struggling in the icy cold water, crying for help with acry that could not be answered. 

Third Officer Herbert John Pitman, in charge of one of the boats, described this cry of agony in his testimony before the SenatorialInvestigating Committee, under the questioning of Senator Smith:

"I heard no cries of distress until after the ship went down, " he said. 

"How far away were the cries from your life-boat?"

"Several hundred yards, probably, some of them. "

"Describe the screams. "

"Don't, sir, please! I'd rather not talk about it. "

"I'm sorry to press it, but what was it like? Were the screamsspasmodic?"

"It was one long continuous moan. "

The witness said the moans and cries continued an hour. 

Those in the life-boats longed to return and pick up some of the poordrowning souls, but they feared this would mean swamping the boats and afurther loss of life. 

Some of the men tried to sing to keep the women from hearing the cries, and rowed hard to get away from the scene of the wreck, but the memoryof those sounds will be one of the things the rescued will find itdifficult to forget. 

The waiting sufferers kept a lookout for lights, and several times itwas shouted that steamers' lights were seen, but they turned out to beeither a light from another boat or a star low down on the horizon. Itwas hard to keep up hope. 

WOMEN TRIED TO COMMIT SUICIDE

"Let me go back--I want to go back to my husband--I'll jump from theboat if you don't, " cried an agonized voice in one life-boat. 

"You can do no good by going back--other lives will be lost if you tryto do it. Try to calm yourself for the sake of the living. It may bethat your husband will be picked up somewhere by one of the fishingboats. "

The woman who pleaded to go back, according to Mrs. Vera Dick, ofCalgary, Canada, later tried to throw herself from the life-boat. Mrs. Dick, describing the scenes in the life-boats, said there were halfa dozen women in that one boat who tried to commit suicide when theyrealized that the Titanic had gone down. 

"Even in Canada, where we have such clear nights, " said Mrs. Dick, "Ihave never seen such a clear sky. The stars were very bright and wecould see the Titanic plainly, like a great hotel on the water. Floorafter floor of the lights went out as we watched. It was horrible, horrible. I can't bear to think about it. From the distance, as we rowedaway, we could hear the band playing 'Nearer, My God to Thee. '

"Among the life-boats themselves, however, there were scenes just asterrible, perhaps, but to me nothing could outdo the tragic grandeurwith which the Titanic went to its death. To realize it, you wouldhave to see the Titanic as I saw it the day we set sail--with theflags flying and the bands playing. Everybody on board was laughing andtalking about the Titanic being the biggest and most luxurious boat onthe ocean and being unsinkable. To think of it then and to think of itstanding out there in the night, wounded to death and gasping for life, is almost too big for the imagination. 

SCANTILY CLAD WOMEN IN LIFE-BOATS

"The women on our boat were in nightgowns and bare feet--some ofthem--and the wealthiest women mingled with the poorest immigrants. Oneimmigrant woman kept shouting: 'My God, my poor father! He put me inthis boat and would not save himself. Oh, why didn't I die, why didn't Idie? Why can't I die now?'

"We had to restrain her, else she would have jumped over-board. It wassimply awful. Some of the men apparently had said they could row just toget into the boats. We paid no attention to cowardice, however. We wereall busy with our own troubles. My heart simply bled for the women whowere separated from their husbands. 

"The night was frightfully cold, although clear. We had to huddletogether to keep warm. Everybody drank sparingly of the water andate sparingly of the bread. We did not know when we would be saved. Everybody tried to remain cool, except the poor creatures who couldthink of nothing but their own great loss. Those with the most brainsseemed to control themselves best. "

PHILADELPHIA WOMEN HEROINES

How Mrs. George D. Widener, whose husband and son perished after kissingher good-bye and helping her into one of the boats, rowed when exhaustedseamen were on the verge of collapse, was told by Emily Geiger, maid ofMrs. Widener, who was saved with her. 

The girl said Mrs. Widener bravely toiled throughout the night andconsoled other women who had broken down under the strain. 

Mrs. William E. Carter and Mrs. John B. Thayer were in the samelife-boat and worked heroically to keep it free from the icy menace. Although Mrs. Thayer's husband remained aboard the Titanic and sank withit, and although she had no knowledge of the safety of her son untilthey met, hours later, aboard the Carpathia, Mrs. Thayer bravely laboredat the oars throughout the night. 

In telling of her experience Mrs. Carter said:

"When I went over the side with my children and got in the boat therewere no seamen in it. Then came a few men, but there were oars with noone to use them. The boat had been filled with passengers, and there wasnothing else for me to do but to take an oar. 

"We could see now that the time of the ship had come. She was sinking, and we were warned by cries from the men above to pull away fromthe ship quickly. Mrs. Thayer, wife of the vice-president of thePennsylvania Railroad, was in my boat, and she, too, took an oar. 

"It was cold and we had no time to clothe ourselves with warm overcoats. The rowing warmed me. We started to pull away from the ship. We couldsee the dim outlines of the decks above, but we could not recognizeanybody. "

MANY WOMEN ROWING

Mrs. William R. Bucknell's account of the part women played in therowing is as follows:

"There were thirty-five persons in the boat in which the captain placedme. Three of these were ordinary seamen, supposed to manage the boat, and a steward. 

"One of these men seemed to think that we should not start away fromthe sinking ship until it could be learned whether the other boats wouldaccommodate the rest of the women. He seemed to think that; more couldbe crowded into ours, if necessary. 

"'I would rather go back and go down with the ship than leave underthese circumstances. ' he cried. 

"The captain shouted to him to obey orders and to pull for a littlelight that could just be discerned miles in the distance. I do not knowwhat this little light was. It may have been a passing fishing vessel, which, of course could not know our predicament. Anyway, we neverreached it. 

"We rowed all night, I took an oar and sat beside the Countess deRothes. Her maid had an our and so did mine. The air was freezing cold, and it was not long before the only man that appeared to know anythingabout rowing commenced to complain that his hands were freezing: A womanback of him handed him a shawl from about her shoulders. 

"As we rowed we looked back at the lights of the Titanic. There wasnot a sound from her, only the lights began to get lower and lower, and finally she sank. Then we heard a muffled explosion and a dull roarcaused by the great suction of water. 

"There was not a drop of water on our boat. The last minute before ourboat was launched Captain Smith threw aboard a bag of bread. I tookthe precaution of taking a good drink of water before we started, so Isuffered no inconvenience from thirst. "

Mrs. Lucien Smith, whose young husband perished, was another heroine. Itis related by survivors that she took turns at the oars, and then, whenthe boat was in danger of sinking, stood ready to plug a hole with herfinger if the cork stopper became loose. 

In another boat Mrs. Cornell and her sister, who had a slight knowledgeof rowing, took turns at the oars, as did other women. 

The boat in which Mrs. J. J. Brown, of Denver, Col. , was saved containedonly three men in all, and only one rowed. He was a half-frozen seamanwho was tumbled into the boat at the last minute. The woman wrapped himin blankets and set him at an oar to start his blood. The second man wastoo old to be of any use. The third was a coward. 

Strange to say, there was room in this boat for ten other people. Tenbrave men would have received the warmest welcome of their lives if theyhad been there. The coward, being a quartermaster and the assigned headof the boat, sat in the stern and steered. He was terrified, and thewomen had to fight against his pessimism while they tugged at the oars. 

The women sat two at each oar. One held the oar in place, the other didthe pulling. Mrs. Brown coached them and cheered them on. She told themthat the exercise would keep the chill out of their veins, and she spokehopefully of the likelihood that some vessel would answer the wirelesscalls. Over the frightful danger of the situation the spirit of thiswoman soared. 

THE PESSIMIST

And the coward sat in his stern seat, terrified, his tongue loosenedwith fright. He assured them there was no chance in the world. He hadhad fourteen years' experience, and he knew. First, they would haveto row one and a half miles at least to get out of the sphere of thesuction, if they did not want to go down. They would be lost, and nobodywould ever find them. 

"Oh, we shall be picked up sooner or later, " said some of the braverones. No, said the man, there was no bread in the boat, no water; theywould starve--all that big boatload wandering the high seas with nothingto eat, perhaps for days. 

"Don't, " cried Mrs. Brown. "Keep that to yourself, if you feel that way. For the sake of these women and chil-dren, be a man. We have a smoothsea and a fighting chance. Be a man. "

But the coward only knew that there was no compass and no chart aboard. They sighted what they thought was a fishing smack on the horizon, showing dimly in the early dawn. The man at the rudder steered towardit, and the women bent to their oars again. They covered several milesin this way--but the smack faded into the distance. They could not seeit any longer. And the coward said that everything was over. 

They rowed back nine weary miles. Then the coward thought they must stoprowing, and lie in the trough of the waves until the Carpathia shouldappear. The women tried it for a few moments, and felt the cold creepinginto their bodies. Though exhausted from the hard physical labor theythought work was better than freezing. 

"Row again!" commanded Mrs. Brown. 

"No, no, don't, " said the coward. 

"We shall freeze, " cried several of the women together. "We must row. Wehave rowed all this time. We must keep on or freeze. "

When the coward still demurred, they told him plainly and once for allthat if he persisted in wanting them to stop rowing, they were going tothrow him overboard and be done with him for good. Something about thelook in the eye of that Mississippi-bred oarswoman, who seemed such aforce among her fellows, told him that he had better capitulate. And hedid. 

COUNTESS ROTHES AN EXPERT OARSWOMAN

Miss Alice Farnam Leader, a New York physician, escaped from the Titanicon the same boat which carried the Countess Rothes. "The countess is anexpert oarswoman, " said Doctor Leader, "and thoroughly at home on thewater. She practically took command of our boat when it was found thatthe seaman who had been placed at the oars could not row skilfully. Several of the women took their place with the countess at the oars androwed in turns, while the weak and unskilled stewards sat quietly in oneend of the boat. "

MEN COULD NOT ROW

"With nothing on but a nightgown I helped row one of the boats for threehours, " said Mrs. Florence Ware, of Bristol, England. 

"In our boat there were a lot of women, a steward and a fireman. None ofthe men knew anything about managing a small boat, so some of the womenwho were used to boats took charge. 

"It was cold and I worked as hard as I could at an oar until we werepicked up. There was nothing to eat or drink on our boat. "

DEATHS ON THE LIFE-BOATS

"The temperature must have been below freezing, " testified anothersurvivor, "and neither men nor women in my boat were warmly clothed. Several of them died. The officer in charge of the life-boat decided itwas better to bury the

{illust. Caption = SURVIVORS OF THE GREAT MARINE DISASTER

The first authentic photograph, ... }

{illust. Caption = Copyright by Campbell Studio. N. Y. 

COLONEL AND MRS. JOHN JACOB ASTOR

Mrs. Astor, nee Miss Madeline Force, was rescued. Colonel Astor whobravely refused to take a place in the life-boats, went down with theTitanic. }

bodies. Soon they were weighted so they would sink and were putoverboard. We could also see similar burials taking place from otherlife-boats that were all around us. "

GAMBLERS WERE POLITE

In one boat were two card sharps. With the same cleverness that enabledthem to win money on board they obtained places in the boats with thewomen. 

In the boat with the gamblers were women in their night-gowns and womenin evening dress. None of the boats were properly equipped with food, but all had enough bread and water to keep the rescued from starvinguntil the expected arrival of help. 

To the credit of the gamblers who managed to escape, it should be saidthat they were polite and showed the women every courtesy. All theywanted was to be sure of getting in a boat. That once accomplished, theyreverted to their habitual practice of politeness and suavity. They wereeven willing; to do a little manual labor, refusing to let women do anyrowing. 

The people on that particular boat were a sad group. Fathers had kissedtheir daughters good-bye and husbands had parted from their wives. Thecard sharps, however philosophized wonderfully about the will of theAlmighty and how strange His ways. They said that one must be preparedfor anything; that good always came from evil, and that every cloud hada silvery lining{. }

"Who knows?" said one. "It may be that everybody on board will besaved. " Another added: "Our duty is to the living. You women owe it toyour relatives and friends not to allow this thing to wreck your reasonor undermine your health. " And they took pains to see that all the womenwho were on the life-boat had plenty of covering to keep them from theicy blasts of the night. 

HELP IN SIGHT

The survivors were in the life-boats until about 5. 30 A. M. About 3 A. M. Faint lights appeared in the sky and all rejoiced to see what wassupposed to be the coming dawn, but after watching for half an hourand seeing no change in the intensity of the light, the disappointedsufferers realized it was the Northern Lights. Presently low down onthe horizon they saw a light which slowly resolved itself into a doublelight, and they watched eagerly to see if the two lights would separateand so prove to be only two of the boats, or whether these lights wouldremain together, in which case they should expect them to be the lightsof a rescuing steamer. 

To the inexpressible joy of all, they moved as one! Immediately theboats were swung around and headed for the lights. Someone shouted:"Now, boys, sing!" and everyone not too weak broke into song with "Rowfor the shore, boys. " Tears came to the eyes of all as they realizedthat safety was at hand. The song was sung, but it was a very poorimitation of the real thing, for quavering voices make poor songs. Acheer was given next, and that was better--you can keep in tune for acheer. 

THE "LUCKY THIRTEEN"

"Our rescuer showed up rapidly, and as she swung round we saw her cabinsall alight, and knew she must be a large steamer. She was now motionlessand we had to row to her. Just then day broke, a beautiful quiet dawnwith faint pink clouds just above the horizon, and a new moon whosecrescent just touched the horizon. 'Turn your money over, boys, ' saidour cheery steersman, 'that is, if you have any with you, ' he added. 

"We laughed at him for his superstition at such a time, but he counteredvery neatly by adding: 'Well, I shall never say again that 13 is anunlucky number; boat 13 has been the best friend we ever had. ' Certainlythe 13 superstition is killed forever in the minds of those who escapedfrom the Titanic in boat 13. 

"As we neared the Carpathia we saw in the dawning light what we thoughtwas a full-rigged schooner standing up near her, and presently behindher another, all sails set, and we said: 'They are fisher boats from theNewfoundland bank and have seen the steamer lying to and are standing byto help. ' But in another five minutes the light shone pink on themand we saw they were icebergs towering many feet in the air, huge, glistening masses, deadly white, still, and peaked in a way that hadeasily suggested a schooner. We glanced round the horizon and there wereothers wherever the eye could reach. The steamer we had to reach wassurrounded by them and we had to make a detour to reach her, for betweenher and us lay another huge berg. "

A WONDERFUL DAWN

Speaking of the moment when the Carpathia was sighted. Mrs. J. J. Brown, who had cowed the driveling quartermaster, said:

"Then, knowing that we were safe at last, I looked about me. The mostwonderful dawn I have ever seen came upon us. I have just returned fromEgypt. I have been all over the world, but I have never seen anythinglike this. First the gray and then the flood of light. Then the sun cameup in a ball of red fire. For the first time we saw where we were. Nearus was open water, but on every side was ice. Ice ten feet high waseverywhere, and to the right and left and back and front were icebergs. Some of them were mountain high. This sea of ice was forty miles wide, they told me. We did not wait for the Carpathia to come to us, we rowedto it. We were lifted up in a sort of nice little sling that was loweredto us. After that it was all over. The passengers of the Carpathiawere so afraid that we would not have room enough that they gave uspractically the whole ship to ourselves. "

It had been learned that some of the passengers, in fact all of thewomen passengers of the Titanic who were rescued, refer to "LadyMargaret, " as they called Mrs. Brown as the strength of them all. 

TRANSFERRING THE RESCUED

Officers of the Carpathia report that when they reached the scene ofthe Titanic's wreck there were fifty bodies or more floating in thesea. Only one mishap attended the transfer of the rescued from thelife-boats. One large collapsible life-boat, in which thirteen personswere seated, turned turtle just as they were about to save it, and allin it were lost. 

THE DOG HERO

Not the least among the heroes of the Titanic disaster was Rigel, a bigblack Newfoundland dog, belonging to the first officer, who went downwith the ship. But for Rigel the fourth boat picked up might have beenrun down by the Carpathia. For three hours he swam in the icy waterwhere the Titanic went down, evidently looking for his master, and wasinstrumental in guiding the boatload of survivors to the gangway of theCarpathia. 

Jonas Briggs, a seaman abroad the Carpathia, now has Rigel and toldthe story of the dog's heroism. The Carpathia was moving slowly about, looking for boats, rafts or anything which might be afloat. Exhaustedwith their efforts, weak from lack of food and exposure to the cuttingwind and terror-stricken, the men and women in the fourth boat haddrifted under the Carpathia's starboard bow. They were dangerously closeto the steamship, but too weak to shout a warning loud enough to reachthe bridge. 

The boat might not have been seen were it not for the sharp barking ofRigel, who was swimming ahead of the craft, and valiantly announcing hisposition. The barks attracted the attention of Captain Rostron; and hewent to the starboard end of the bridge to see where they came from andsaw the boat. He immediately ordered the engines stopped, and the boatcame alongside the starboard gangway. 

Care was taken to get Rigel aboard, but he appeared little affectedby his long trip through the ice-cold water. He stood by the rail andbarked until Captain Rostron called Briggs and had him take the dogbelow. 

A THRILLING ACCOUNT OF RESCUE

Mr. Wallace Bradford, of San Francisco, a passenger aboard theCarpathia, gave the following thrilling account of the rescue of theTitanic's passengers. 

"Since half-past four this morning I have experienced one of thosenever-to-be-forgotten circumstances that weighs heavy on my soul andwhich shows most awfully what poor things we mortals are. Long beforethis reaches you the news will be flashed that the Titanic has gone downand that our steamer, the Carpathia, caught the wireless message whenseventy-five miles away, and so far we have picked up twenty boatsestimated to contain about 750 people. 

"None of us can tell just how many, as they have been hustled to variousstaterooms and to the dining saloons to be warmed up. I was awakened byunusual noises and imagined that I smelled smoke. I jumped up and lookedout of my port-hole, and saw a huge iceberg looming up like a rock offshore. It was not white, and I was positive that it was a rock, and thethought flashed through my mind, how in the world can we be near a rockwhen we are four days out from New York in a southerly direction and inmid-ocean. 

"When I got out on deck the first man I encountered told me that theTitanic had gone down and we were rescuing the passengers. The first twoboats from the doomed vessel were in sight making toward us. Neither ofthem was crowded. This was accounted for later by the fact that it wasimpossible to get many to leave the steamer, as they would not believethat she was going down. It was a glorious, clear morning and a quietsea. Off to the starboard was a white area of ice plain, from whose evensurface rose mammoth forts, castles and pyramids of solid ice almost asreal as though they had been placed there by the hand of man. 

"Our steamer was hove to about two and a half miles from the edge ofthis huge iceberg. The Titanic struck about 11. 20 P. M. And did not godown until two o'clock. Many of the passengers were in evening dresswhen they came aboard our ship, and most of these were in a mostbedraggled condition. Near me as I write is a girl about eighteen yearsold in a fancy dress costume of bright colors, while in another seatnear by is a women in a white dress trimmed with lace and covered withjaunty blue flowers. 

"As the boats came alongside after the first two all of them containeda very large proportion of women. In fact, one of the boats had womenat the oars, one in particular containing, as near as I could estimate, about forty-five women and only about six men. In this boat two womenwere handling one of the oars. All of the engineers went down with thesteamer. Four bodies have been brought aboard. One is that of a fireman, who is said to have been shot by one of the officers because he refusedto obey orders. Soon after I got on deck I could, with the aid of myglasses, count seven boats headed our way, and they continued to come upto half past eight o'clock. Some were in sight for a long time andmoved very slowly, showing plainly that the oars were being handled byamateurs or by women. 

"No baggage of any kind was brought by the survivors. In fact, the onlypiece of baggage that reached the Carpathia from the Titanic is a smallclosed trunk about twenty-four inches square, evidently the property ofan Irish female immigrant. While some seemed fully dressed, many ofthe men having their overcoats and the women sealskin and other coats, others came just as they had jumped from their berths, clothed in theirpajamas and bath robes. "

THE SORROW OF THE LIVING

Of the survivors in general it may be said that they escaped death andthey gained life. Life is probably sweet to them as it is to everyone, but what physical and mental torture has been the price of life to thosewho were brought back to land on the Carpathia--the hours in life-boats, amid the crashing of ice, the days of anguish that have succeeded, thehorrors of body and mind still experienced and never to be entirelyabsent until death affords them its relief. 

The thought of the nation to-day is for the living. They need oursympathy, our consolation more than do the dead, and, perhaps, in themajority of the cases they need our protecting care as well. 

CHAPTER X. ON BOARD THE CARPATHIA

AID FOR THE SUFFERING AND HYSTERICAL--BURYING THE DEAD--VOTE OFTHANKS TO CAPTAIN ROSTRON OF THE CARPATHIA--IDENTIFYING THOSESAVED--COMMUNICATING WITH LAND--THE PASSAGE TO NEW YORK. 

IF the scenes in the life-boats were tear-bringing, hardly less sowas the arrival of the boats at the Carpathia with their bands ofterror-stricken, grief-ridden survivors, many of them too exhausted toknow that safety was at hand. Watchers on the Carpathia were moved totears. 

"The first life-boat reached the Carpathia about half-past five o'clockin the morning, " recorded one of the passengers on the Carpathia. "Andthe last of the sixteen boats was unloaded before nine o'clock. Some ofthe life-boats were only half filled, the first one having but two menand eleven women, when it had accommodations for at least forty. Therewere few men in the boats. The women were the gamest lot I have everseen. Some of the men and women were in evening clothes, and othersamong those saved had nothing on but night clothes and raincoats. "

After the Carpathia had made certain that there were no more passengersof the Titanic to be picked up, she threaded her way out of the icefields for fifty miles. It was dangerous work, but it was managedwithout trouble. 

AID FOR THE SUFFERING AND HYSTERICAL

The shrieks and cries of the women and men picked up in life-boats bythe Carpathia were horrible. The women were clothed only in night robesand wrappers. The men were in their night garments. One was lifted onboard entirely nude. All the passengers who could bear nourishment weretaken into the dining rooms and cabins by Captain Rostron and given foodand stimulants. Passengers of the Carpathia gave up their berths andstaterooms to the survivors. 

As soon as they were landed on the Carpathia many of the women becamehysterical, but on the whole they behaved splendidly. Men and womenappeared to be stunned all day Monday, the full force of the disasternot reaching them until Tuesday night. After being wrapped up inblankets and filled with brandy and hot coffee, the first thoughts werefor their husbands and those at home. Most of them imagined that theirhusbands had been picked up by other vessels, and they began floodingthe wireless rooms with messages. It was almost certain that those whowere not on board the Carpathia had gone down to death. 

One of the most seriously injured was a woman who had lost both herchildren. Her limbs had been severely torn; but she was very patient. 

WOMEN SEEKING NEWS

In the first cabin library women of wealth and refinement mingled theirgrief and asked eagerly for news of the possible arrival of a belatedboat, or a message from other steamers telling of the safety of theirhusbands. Mrs. Henry B. Harris, wife of a New York theatrical manager, checked her tears long enough to beg that some message of hope be sentto her father-in-law. Mrs. G. Thorne, Miss Marie Young, Mrs Emil Taussigand her daughter, Ruth, Mrs. Martin Rothschild, Mrs. William AugustusSpencer, Mrs. J. Stewart White and Mrs. Walter M. Clark were a fewof those who lay back, exhausted, on the leather cushions and told inshuddering sentences of their experiences. 

Mrs. John Jacob Astor and the Countess of Rothes had been taken tostaterooms soon after their arrival on shipboard. 

Before noon, at the captain's request, the first cabin passengers of theTitanic gathered in the saloon and the passengers of other classes incorresponding places on the rescue ship. Then the collecting of nameswas begun by the purser and the stewards. A second table was served inboth cabins for the new guests, and the Carpathia's second cabin, beingbetter filled than its first, the second class arrivals had to be sentto the steerage. 

TEARS THEIR ONLY RELIEF

Mrs. Jacques Futrelle, wife of the novelist, herself a writer of note, sat dry eyed in the saloon, telling her friends that she had given uphope for her husband. She joined with the rest in inquiries as to thechances of rescue by another ship, and no one told her what soon cameto be the fixed opinion of the men--that all those saved were on theCarpathia. 

"I feel better, " Mrs. Futrelle said hours afterward, "for I can crynow. "

Among the men conversation centered on the accident and theresponsibility for it. Many expressed the belief that the Titanic, incommon with other vessels, had had warning of the ice packs, but that inthe effort to establish a record on the maiden run sufficient heed hadnot been paid to the warnings. 

"God knows I'm not proud to be here, " said a rich New York man. "I goton a boat when they were about to lower it and when, from delays below, there was no woman to take the vacant place. I don't think any man whowas saved is deserving of censure, but I realize that, in contrast withthose who went down, we may be viewed unfavorably. " He showed a pictureof his baby boy as he spoke. 

PITIFUL SCENES OF GRIEF

As the day passed the fore part of the ship assumed some degree of orderand comfort, but the crowded second sabin and rear decks gave forth theincessant sound of lamentation. A bride of two months sat on the floorand moaned her widowhood. An Italian mother shrieked the name of herlost son. 

A girl of seven wept over the loss of her Teddy bear and two dolls, while her mother, with streaming eyes, dared not tell the child that herfather was lost too, and that the money for which their home in Englandhad been sold had gone down with him. Other children clung to the necksof the fathers who, because carrying them, had been permitted to takethe boats. 

In the hospital and the public rooms lay, in blankets, several otherswho had been benumbed by the water. Mrs. Rosa Abbott, who was in thewater for hours, was restored during the day. K. Whiteman, the Titanic'sbarber, who declared he was blown off the ship by the second of the twoexplosions after the crash, was treated for bruises. A passenger, whowas thoroughly ducked before being picked up, caused much amusement onthis ship, soon after the doctors were through with him, by demanding abath. 

SURVIVORS AID THE DESTITUTE

Storekeeper Prentice, the last man off the Titanic to reach this ship, was also soon over the effects of his long swim in the icy waters intowhich he leaped from the poop deck. 

The physicians of the Carpathia were praised, as was Chief StewardHughes, for work done in making the arrivals comfortable and avertingserious illness. 

Monday night on the Carpathia was one of rest. The wailing and sobbingof the day were hushed as widows and orphans slept. Tuesday, save forthe crowded condition of the ship, matters took somewhat their normalappearance. 

The second cabin dining room had been turned into a hospital to carefor the injured, and the first, second and third class dining rooms wereused for sleeping rooms at night for women, while the smoking rooms wereset aside for men. All available space was used, some sleeping in chairsand some on the floor, while a few found rest in the bathrooms. 

Every cabin had been filled, and women and children were sleeping on thefloors in the dining saloon, library and smoking rooms. The passengersof the Carpathia had divided their clothes with the shipwrecked onesuntil they had at least kept warm. It is true that many women had toappear on deck in kimonos and some in underclothes with a coat thrownover them, but their lives had been spared and they had not thought ofdress. Some children in the second cabin were entirely without clothes, but the women had joined together, and with needles and thread theycould pick up from passenger to passenger, had made warm clothes out ofthe blankets belonging to the Carpathia. 

WOMEN BEFRIENDED ONE ANOTHER

The women aboard the Carpathia did what they could by word and act torelieve the sufferings of the rescued. Most of the survivors were ingreat need of clothing, and this the women of the Carpathia supplied tothem as long as their surplus stock held out. 

J. A. Shuttleworth, of Louisville, Ky. , befriended Mrs. Lucien Smith, whose husband went down with the Titanic. Mrs. Smith was formerly MissEloise Hughes, daughter of Representative and Mrs. James A. Hughes, ofHuntington, W. Va. , and was on her wedding trip. Mr. Shuttleworth askedher if there wasn't something he could do for her. She said that all themoney she had was lost on the Titanic, so Mr. Shuttleworth gave her $500

DEATHS ON THE CARPATHIA

Two of the rescued from the Titanic died from shock and exposure beforethey reached the Carpathia, and another died a few minutes after beingtaken on board. The dead were W. H. Hoyte, first cabin; Abraham Hormer, third class, and S. C. Sirbert, steward, and they were buried at sea themorning of April 15th, latitude 41. 14 north, longitude 51. 24 west. P. Lyon, able seaman, died and was buried at sea the following morning. 

An assistant steward lost his mind upon seeing one of the Titanic'srescued firemen expire after being lifted to the deck of the Carpathia. 

An Episcopal bishop and a Catholic priest from Montreal read services oftheir respective churches over the dead. 

The bodies were sewed up in sacks, heavily weighted at the feet, andtaken to an opening in the side of the ship on the lower deck not farabove the water line. A long plank tilted at one end served as theincline down which the weighted sacks slid into the sea. 

"After we got the Titanic's passengers on board our ship, " said one ofthe Carpathia's officers, "it was a question as to where we should takethem. Some said the Olympic would come out and meet us and take them onto New York, but others said they would die if they had to be loweredagain into small boats to be taken up by another, so we finally turnedtoward New York, delaying the Carpathia's passengers eight days inreaching Gibraltar. "

SURVIVORS WATCH NEW BOATS

There were several children on board, who had lost their parents--onebaby of eleven months with a nurse who, coming on board the Carpathiawith the first boat, watched with eagerness and sorrow for each incomingboat, but to no avail. The parents had gone down. 

There was a woman in the second cabin who lost seven children out often, and there were many other losses quite as horrible. 

MR. ISMY "PITIABLE SIGHT"

Among the rescued ones who came on board the Carpathia was the presidentof the White Star Line. 

"Mr. Ismay reached the Carpathia in about the tenth life-boat, " said anofficer. "I didn't know who he was, but afterward heard the others ofthe crew discussing his desire to get something to eat the minute he puthis foot on deck. The steward who waited on him, McGuire, from London, says Mr. Ismay came dashing into the dining room, and throwing himselfin a chair, said: 'Hurry, for God's sake, and get me something to eat;I'm starved. I don't care what it costs or what it is; bring it to me. '

"McGuire brought Mr. Ismay a load of stuff and when he had finishedit, he handed McGuire a two dollar bill. 'Your money is no good on thisship, ' McGuire told him. 'Take it. '

{illust. Caption = DIAGRAM OF THE TITANIC'S ARRANGEMENT AND EQUIPMENT

The Titanic was far and away the largest and finest vessel ever built, excepting only her sister-ship, the Olympic. Her dimensions were:Length, 882 1/2 feet; Beam, 92 feet, Depth (from keel to tops offunnels), 175 feet Tonnage, 45, 000. Her huge hull, divided into thirtywatertight compartments, contained nine steel decks, and providedaccommodation for 2, 500 passengers, besides a crew of 890. }

{illust. Caption = UPPER DECK OF THE TITANIC, LOOKING FORWARD}

insisted Mr. Ismay, shoving the bill in McGuire's hand. I am well ableto afford it. I will see to it that the boys of the Carpathia are wellrewarded for this night's work. ' This promise started McGuire makinginquiries as to the identity of the man he had waited on. Then welearned that he was Mr. Ismay. I did not see Mr. Ismay after the firstfew hours. He must have kept to his cabin. "

A passenger on the Carpathia said there was no wonder that none of thewireless telegrams addressed to Mr. Ismay were answered until the onethat he sent yesterday afternoon to his line, the White Star. 

"Mr. Ismay was beside himself, " said this woman passenger, "and onmost of the voyage after we had picked him up he was being quieted withopiates on orders of the ship's doctor. 

FIVE DOGS AND ONE PIG SAVED

"Five women saved their pet dogs, carrying them in their arms. Anotherwoman saved a little pig, which she said was her mascot. Though herhusband is an Englishman and she lives in England she is an American andwas on her way to visit her folks here. How she cared for the pig aboardship I do not know, but she carried it up the side of the ship in a bigbag. I did not mind the dogs so much, but it seemed to me to be too muchwhen a pig was saved and human beings went to death. 

"It was not until noon on Monday that we cleared the last of the ice, and Monday night a dense fog came up and continued until the followingmorning, then a strong wind, a heavy sea, a thunderstorm and a dense fogTuesday night, caused some uneasiness among the more unnerved, the fogcontinuing all of Tuesday. 

"A number of whales were sighted as the Carpathia was clearing the lastof the ice, one large one being close by, and all were spouting likegeysers. "

VOTE OF THANKS TO CARPATHIA

"On Tuesday afternoon a meeting of the uninjured survivors was called inthe main saloon for the purpose of devising means of assisting the moreunfortunate, many of whom had lost relatives and all their personalbelongings, and thanking Divine Providence for their deliverance. The meeting was called to order and Mr. Samuel Goldenberg was electedchairman. Resolutions were then passed thanking the officers, surgeons, passengers and crew of the Carpathia for their splendid services inaiding the rescued and like resolutions for the admirable work done bythe officers, surgeons and crew of the Titanic. 

"A committee was then appointed to raise funds on board the Carpathia torelieve the immediate wants of the destitute and assist them in reachingtheir destinations and also to present a loving cup to the officers ofthe Carpathia and also a loving cup to the surviving officers of theTitanic. 

"Mr. T. G. Frauenthal, of New York, was made chairman of the Committeeon Subscriptions. 

"A committee, consisting of Mrs. J. J. Brown, Mrs William Bucknell andMrs. George Stone, was appointed to look after the destitute. Therewas a subscription taken up and up to Wednesday the amount contributedtotaled $15, 000. 

"The work of the crew on board the Carpathia in rescuing was most nobleand remarkable, and these four days that the ship has been overcrowdedwith its 710 extra passengers could not have been better handled. Thestewards have worked with undying strength--although one was overcomewith so much work and died and was put to his grave at sea. 

"I have never seen or felt the benefits of such royal treatment. I haveheard the captain criticised because he did not answer telegrams, butall that I can say is that he showed us every possible courtesy, and ifwe had been on our own boats, having paid our fares there, we could nothave had better food or better accommodations. 

"Men who had paid for the best staterooms on the Carpathia left theirrooms so that we might have them. They fixed up beds in the smokingrooms, and mattresses everywhere. All the women who were rescuedwere given the best staterooms, which were surrendered by the regularpassengers. None of the regular passengers grumbled because their tripto Europe was interrupted, nor did they complain that they were put tothe inconvenience of receiving hundreds of strangers. 

"The women on board the Carpathia were particularly kind. It shows thatfor every cruelty of nature there is a kindness, for every misfortunethere is some goodness. The men and women took up collections on boardfor the rescued steerage passengers. Mrs. Astor, I believe, contributed$2000, her check being cashed by the Carpathia. Altogether somethinglike $15, 000 was collected and all the women were provided withsufficient money to reach their destination after they were landed inNew York. "

Under any other circumstances the suffering would have been intolerable. But the Good Samaritans on the Carpathia gave many women heart's-ease. 

The spectacle on board the Carpathia on the return trip to New York attimes was heartrending, while at other times those on board were quitecheerful. 

CHAPTER XI. PREPARATIONS ON LAND TO RECEIVE THE SUFFERERS

POLICE ARRANGEMENTS--DONATIONS OF MONEY AND SUPPLIES--HOSPITALS ANDAMBULANCES MADE READY--PRIVATE HOUSES THROWN OPEN--WAITING FOR THECARPATHIA TO ARRIVE--THE SHIP SIGHTED!

NEW YORK CITY, touched to the heart by the great ocean calamity anddesiring to do what it could to lighten the woes and relieve thesufferings of the pitiful little band of men and women rescued from theTitanic, opened both its heart and its purse. 

The most careful and systematic plans were made for the reception andtransfer to homes, hotels or institutions of the Titanic's survivors. Mayor Gaynor, with Police Commissioner Waldo, arranged to go down thebay on the police boat Patrol, to come up with the Carpathia and takecharge of the police arrangements at the pier. 

In anticipation of the enormous number that would, for a variety ofreasons, creditable or otherwise, surge about the Cunard pier at thecoming of the Carpathia, Mayor Gaynor and the police commissioner hadseen to it that the streets should be rigidly sentineled by continuouslines of policemen Under Inspector George McClusky, the man of mostexperience, perhaps, in handling large crowds, there were 200 men, including twelve mounted men and a number in citizens' clothes. For twoblocks to the north, south and east of the docks lines were establishedthrough which none save those bearing passes from the Government and theCunard Line could penetrate. 

With all arrangements made that experience or information could suggest, the authorities settled down to await the docking of the Carpathia. Noword had come to either the White Star Line or the Cunard Line, theysaid, that any of the Titanic's people had died on that ship or thatbodies had been recovered from the sea, but in the afternoon MayorGaynor sent word to the Board of Coroners that it might be well forsome of that body to meet the incoming ship. Coroners Feinberg andHoltzhauser with Coroner's Physician Weston arranged to go down thebay on the Patrol, while Coroner Hellenstein waited at the pier. Anundertaker was notified to be ready if needed. Fortunately there was nosuch need. 

EVERY POSSIBLE MEASURE THOUGHT OF

Every possible measure of relief for the survivors that could be thoughtof by officials of the city, of the Federal Government, by the heads ofhospitals and the Red Cross and relief societies was arranged for. The Municipal Lodging House, which has accommodations for 700 persons, agreed to throw open its doors and furnish lodging and food to any ofthe survivors as long as they should need it. Commissioner of CharitiesDrummond did not know, of course, just how great the call would be forthe services of his department. He went to the Cunard pier to direct hispart of the work in person. Meanwhile he had twenty ambulances readyfor instant movement on the city's pier at the foot of East Twenty-sixthStreet. They were ready to take patients to the reception hospitalconnected with Bellevue or the Metropolitan Hospital on Blackwell'sIsland. Ambulances from the Kings County Hospital in Brooklyn were alsothere to do their share. All the other hospitals in the city stood readyto take the Titanic's people and those that had ambulances promised tosend them. The Charities ferryboat, Thomas S. Brennan, equipped as ahospital craft, lay off the department pier with nurses and physiciansready to be called to the Cunard pier on the other side of the city. St. Vincent's Hospital had 120 beds ready, New York Hospital twelve, Bellevue and the reception hospital 120 and Flower Hospital twelve. 

The House of Shelter maintained by the Hebrew Sheltering and ImmigrantAid Society announced that it was able to care for at least fiftypersons as long as might be necessary. The German Society of New York, the Irish Immigrant Society, the Italian Society, the Swedish ImmigrantSociety and the Young Men's Christian Association were among theorganizations that also offered to see that no needy survivor would gowithout shelter. 

Mrs. W. A. Bastede, whose husband is a member of the staff of St. Luke'sHospital, offered to the White Star Line the use of the newly openedward at St. Luke's, which will accommodate from thirty to sixty persons. She said the hospital would send four ambulances with nurses and doctorsand that she had collected clothing enough for fifty persons. The lineaccepted her offer and said that the hospital would be kept informed asto what was needed. A trustee of Bellevue also called at the White Staroffices to offer ambulances. He said that five or six, with two or threedoctors and nurses on each, would be sent to the pier if required. 

Many other hospitals as well as individuals called at the mayor'soffice, expressing willingness to take in anybody that should be sent tothem. A woman living in Fiftieth Street just off Fifth Avenue wishedto put her home at the disposal of the survivors. D. H. Knott, of 102Waverley Place, told the mayor that he could take care of 100 and givethem both food and lodging at the Arlington, Holly and Earl Hotels. Commissioner Drummond visited the City Hall and arranged with themayor the plans for the relief to be extended directly by the city. Mr. Drummond said that omnibuses would be provided to transfer passengersfrom the ship to the Municipal Lodging House. 

MRS. VANDERBILT'S EFFORTS

Mrs. W. K. Vanderbilt, Jr. , spent the day telephoning to her friends, asking them to let their automobiles be used to meet the Carpathia andtake away those who needed surgical care. It was announced that as aresult of Mrs. Vanderbilt's efforts 100 limousine automobiles and allthe Fifth Avenue and Riverside Drive automobile buses would be at theCunard pier. 

Immigration Commissioner Williams said that he would be at the pier whenthe Carpathia came in. There was to be no inspection of immigrants atEllis Island. Instead, the commissioner sent seven or eight inspectorsto the pier to do their work there and he asked them to do it with thegreatest possible speed and the least possible bother to the shipwreckedaliens. The immigrants who had no friends to meet them were to beprovided for until their cases could be disposed of. Mr. Williamsthought that some of them who had lost everything might have to be sentback to their homes. Those who were to be admitted to the United Stateswere to be cared for by the Women's Relief Committee. 

RED CROSS RELIEF

Robert W. De Forest, chairman of the Red Cross Relief Committee of theCharity Organization Society, after conferring with Mayor Gaynor, saidthat in addition to an arrangement that all funds received by themayor should be paid to Jacob H. Schiff, the New York treasurer of theAmerican Red Cross, the committee had decided that it could turn overall the immediate relief work to the Women's Relief Committee. 

The Red Cross Committee announced that careful plans had been made toprovide for every possible emergency. 

The emergency committee received a telegram that Ernest P. Bicknell, director of the American Red Cross, was coming from Washington. The RedCross Emergency Relief Committee was to have several representatives atthe pier to look out for the passengers on the Carpathia. Mr. Personsand Dr. Devine were to be there and it was planned to have others. 

The Salvation Army offered, through the mayor's office, accommodationfor thirty single men at the Industrial Home, 533 West Forty-eighthStreet, and for twenty others at its hotel, 18 Chatham Square. Thearmy's training school at 124 West Fourteenth Street was ready to taketwenty or thirty survivors. R. H. Farley, head of the White Star Line'sthird class department, said that the line would give all the steeragepassengers railroad tickets to their destination. 

Mayor Gaynor estimated that more than 5000 persons could be accommodatedin quarters offered through his orders. Most of these offers of coursewould have to be rejected. The mayor also said that Colonel Conley ofthe Sixty-ninth Regiment offered to turn out his regiment to police thepier, but it was thought that such service would be unnecessary. 

CROWDS AT THE DOCKS

Long before dark on Thursday night a few people passed the police linesand with a yellow card were allowed to go on the dock; but reports hadbeen published that the Carpathia would not be in till midnight, and by8 o'clock there were not more than two hundred people on the pier. Inthe next hour the crowd with passes trebled in number. By 9 o'clock thepier held half as many as it could comfortably contain. The early crowddid not contain many women relatives of the survivors. Few nervouspeople could be seen, but here and there was a woman, usually supportedby two male escorts, weeping softly to herself. 

On the whole it was a frantic, grief-crazed crowd. Laborers rubbedshoulders with millionaires. 

The relatives of the rich had taxicabs waiting outside the docks. Therelatives of the poor went there on foot in the rain, ready to taketheir loved ones. 

A special train was awaiting Mrs. Charles M. Hays, widow of thepresident of the Grand Trunk Railroad. A private car also waited Mrs. George D. Widener. 

EARLY ARRIVALS AT PIER

Among the first to arrive at the pier was a committee from the StockExchange, headed by R. H. Thomas, and composed of Charles Knoblauch, B. M. W. Baruch, Charles Holzderber and J. Carlisle. Mr. Thomas carrieda long black box which contained $5000 in small bills, which was tobe handed out to the needy steerage survivors of the Titanic as theydisembarked. 

With the early arrivals at the pier were the relatives of FrederickWhite, who was not reported among the survivors, though Mrs. Whitewas; Harry Mock, who came to look for a brother and sister; and VincentAstor, who arrived in a limousine with William A. Dobbyn, ColonelAstor's secretary, and two doctors. The limousine was kept waitingoutside to take Mrs. Astor to the Astor home on Fifth Avenue. 

EIGHT LIMOUSINE CARS

The Waldorf-Astoria had sent over eight limousine car to convey to thehotel these survivors:

Mrs. Mark Fortune and three daughters, Mrs. Lucien P. Smith, Mrs. J. Stewart White, Mrs. Thornton Davidson, Mrs. George C. Douglass, Mrs. George D. Widener and maid, Mrs. George Wick, Miss Bonnell, Miss E. Ryerson, Mrs. Susan P. Ryerson, Mrs. Arthur Ryerson, Miss Mary Wick, theMisses Howell, Mrs. John P. Snyder and Mr. And Mrs. D. H. Bishop. 

THIRTY-FIVE AMBULANCES AT THE PIER

At one time there were thirty-five ambulances drawn up; outside theCunard pier. Every hospital in Manhattan, Brooklyn and the Bronx wasrepresented. Several of the ambulances came from as far north as theLebanon Hospital, in the Bronx, and the Brooklyn Hospital, in Brooklyn. 

Accompanying them were seventy internes and surgeons from the staffs ofthe hospitals, and more than 125 male and female nurses. 

St. Vincent's sent the greatest number of ambulances, at one time, eightof them from this hospital being in line at the pier. 

Miss Eva Booth, direct head of the Salvation Army, was at the pier, accompanied by Miss Elizabeth Nye and a corps of her officers, readyto aid as much as possible. The Sheltering Society and various othersimilar organizations also were represented, all ready to take care ofthose who needed them. 

An officer of the Sixty-ninth Regiment, N. G. N. Y. , offered the WhiteStar Line officials, the use of the regiment's armory for any of thesurvivors. 

Mrs. Thomas Hughes, Mrs. August Belmont and Mgrs. Lavelle and McMahon, of St. Patrick's Cathedral, together with a score of black-robed Sistersof Charity, representing the Association of Catholic Churches, wereon the pier long before the Carpathia was made fast, and workedindustriously in aiding the injured and ill. 

The Rev. Dr. William Carter, pastor of the Madison Avenue ReformedChurch, was one of those at the pier with a private ambulance awaitingMiss Sylvia Caldwell, one of the survivors, who is known in churchcircles as a mission worker in foreign fields

FREE RAILROAD TRANSPORTATION

The Pennsylvania Railroad sent representatives to the pier, who saidthat the railroad had a special train of nine cars in which it wouldcarry free any passenger who wanted to go immediately to Philadelphiaor points west. The Pennsylvania also had eight taxicabs at the pier forconveyance of the rescued to the Pennsylvania Station, in Thirty-thirdStreet. 

Among those who later arrived at the pier before the Carpathia dockedwere P. A. B. Widener, of Philadelphia, two women relatives of J. B. Thayer, William Harris, Jr. , the theatrical man, who was accompanied byDr Dinkelspiel, and Henry Arthur Jones, the playwright. 

RELATIVES OF SAVED AND LOST

Commander Booth, of the Salvation Army, was there especially to meetMrs. Elizabeth Nye and Mrs. Rogers Abbott, both Titanic survivors. Mrs. Abbott's two sons were supposed to be among the lost. Miss Booth hadreceived a cablegram from London saying that other Salvation Army peoplewere on the Titanic. She was eager to get news of them. 

Also on the pier was Major Blanton, U. S. A. , stationed at Washington, who was waiting for tidings of Major Butt, supposedly at the instance ofPresident Taft. 

Senator William A. Clark and Mrs. Clark were also in the company. Dr. John R. MacKenty was waiting for Mr. And Mrs. Henry S. Harper. FerdinandW. Roebling and Carl G. Roebling, cousins of Washington A. Roebling, Jr. , whose name is among the list of dead, went to the pier to see whatthey could learn of his fate. 

J. P. Morgan, Jr. , arrived at the pier about half an hour before theCarpathia docked. He said he had many friends on the Titanic and waseagerly awaiting news of all of them. 

Fire Commissioner Johnson was there with John Peel, of Atlanta, Gal, abrother of Mrs. Jacques Futrelle. Mrs. Futrelle has a son twelve yearsold in Atlanta, and a daughter Virginia, who has been in school inthe North and is at present with friends in this city, ignorant of herfather's death. 

A MAN IN HYSTERICS

There was one man in that sad waiting company who startled those nearhim about 9 o'clock by dancing across the pier and back. He seemed to belaughing, but when he was stopped it was found that he was sobbing. Hesaid that he had a relative on the Titanic and had lost control of hisnerves. 

H. H. Brunt, of Chicago, was at the gangplank waiting for A. Saalfeld, head of the wholesale drug firm of Sparks, White & Co. , of London, whowas coming to this country on the Titanic on a business trip and whoselife was saved. 

WAITING FOR CARPATHIA

During the afternoon and evening tugboats, motor boats and even sailingcraft, had been waiting off the Ambrose Light for the appearance of theCarpathia. 

Some of the waiting craft contained friends and anxious relatives of thesurvivors and those reported as missing. 

The sea was rough and choppy, and a strong east wind was blowing. Therewas a light fog, so that it was possible to see at a distance of only afew hundred yards. This lifted later in the evening. 

First to discover the incoming liner with her pitiful cargo was oneof the tugboats. From out of the mist there loomed far out at sea theincoming steamer. 

RESCUE BOAT SIGHTED

"Liner ahead!" cried the lookout on the tug to the captain. 

"She must be the Carpathia, " said the captain, and then he turned thenose of his boat toward the spot on t he horizon. 

Then the huge black hull and one smokestack could be distinguished. 

"It's the Carpathia, " said the captain. "I can tell her by the stack. "

The announcement sent a thrill through those who heard it. Here, at thegate of New York, was a ship whose record for bravery and heroic workwould be a famuliar{sic} name in history. 

{illust. Caption = Copyright by G. V. Buck. MRS. LUCIEN P. SMITH

Formerly Miss Eloise Hughes, daughter of Representative and Mrs. JamesA. Hughes, of West Virginia. Mrs. Smith and her husband were passengerson the Titanic. Mrs. Smith was saved, but her husband went to a waterygrave. Mr. And Mrs. Smith were married only a few months ago. }

{illust. Caption = MAJOR ARCHIBALD BUTT

Military Aide to President Taft. Of Major Butt, who was one of thevictims of the Titanic, one of the survivors said: "Major Butt was thereal leader in all of that rescue work. He made the men stand back andhelped the women and children into the boats. He was surely one of God'snoblemen. "}

CHAPTER XII. THE TRAGIC HOME-COMING

THE CARPATHIA REACHES NEW YORK--AN INTENSE AND DRAMATICMOMENT--HYSTERICAL REUNIONS AND CRUSHING DISAPPOINTMENTS AT THEDOCK--CARING FOR THE SUFFERERS--FINAL REALIZATION THAT ALL HOPE FOROTHERS IS FUTILE--LIST OF SURVIVORS--ROLL OF THE DEAD

IT was a solemn moment when the Carpathia heaved in sight. Thereshe rested on the water, a blur of black--huge, mysterious, awe-inspiring--and yet withal a thing to send thrills of pity and thenof admiration through the beholder. 

It was a few minutes after seven o'clock when she arrived at theentrance to Ambrose Channel. She was coming fast steaming at better thanfifteen knots an hour, and she was sighted long before she was expected. Except for the usual side and masthead lights she was almost dark, onlythe upper cabins showing a glimmer here and there. 

Then began a period of waiting, the suspense of which proved almost toomuch for the hundreds gathered there to greet friends and relatives orto learn with certainty at last that those for whom they watched wouldnever come ashore. 

There was almost complete silence on the pier. Doctors and nurses, members of the Women's Relief Committee, city and government officials, as well as officials of the line, moved nervously about. 

Seated where they had been assigned beneath the big customs letterscorresponding to the initials of the names of the survivors they came tomeet, sat the mass of 2000 on the pier. 

Women wept, but they wept quietly, not hysterically, and the sound ofthe sobs made many times less noise than the hum and bustle which isusual on the pier among those awaiting an incoming liner. 

Slowly and majestically the ship slid through the water, still bearingthe details of that secret of what happened and who perished when theTitanic met her fate. 

Convoying the Carpathia was a fleet of tugs bearing men and womenanxious to learn the latest news. The Cunarder had been as silent fordays as though it, too, were a ship of the dead. A list of survivorshad been given out from its wireless station and that was all. Even theapproximate time of its arrival had been kept a secret. 

NEARING PORT

There was no response to the hail from one tug, and as others closed in, the steamship quickened her speed a little and left them behind as sheswung up the channel. 

There was an exploding of flashlights from some of the tugs, answeredseemingly by sharp stabs of lightning in the northwest that served toaccentuate the silence and absence of light aboard the rescue ship. Fiveor six persons, apparently members of the crew or the ship's officers, were seen along the rail; but otherwise the boat appeared to bedeserted. 

Off quarantine the Carpathia slowed down and, hailing the immigrationinspection boat, asked if the health officer wished to board. Shewas told that he did, and came to a stop while Dr. O'Connell and twoassistants climbed on board. Again the newspaper men asked for someword of the catastrophe to the Titanic, but there was no answer, and theCarpathia continued toward her pier. 

As she passed the revenue cutter Mohawk and the derelict destroyerSeneca anchored off Tompkinsville the wireless on the Government vesselswas seen to flash, but there was no answering spark from the Carpathia. Entering the North River she laid her course close to the New Jerseyside in order to have room to swing into her pier. 

By this time the rails were lined with men and women. They were verysilent. There were a few requests for news from those on board and a fewanswers to questions shouted from the tugs. 

The liner began to slacken her speed, and the tugboat soon wasalongside. Up above the inky blackness of the hull figures could be madeout, leaning over the port railing, as though peering eagerly at thelittle craft which was bearing down on the Carpathia. 

Some of them, perhaps, had passed through that inferno of the deep seawhich sprang up to destroy the mightiest steamship afloat. 

"Carpathia, ahoy!" was shouted through a megaphone. 

There was an interval of a few seconds, and then, "Aye, aye, " came thereply. 

"Is there any assistance that can be rendered?" was the next question. 

"Thank you, no, " was the answer in a tone that carried emotion with it. Meantime the tugboat was getting nearer and nearer to the Carpathia, andsoon the faces of those leaning over the railing could be distinguished. 

TALK WITH SURVIVORS

More faces appeared, and still more. 

A woman who called to a man on the tugboat was asked? "Are you one theTitanic survivors?"

"Yes, " said the voice, hesitatingly. 

"Do you need help?"

"No, " after a pause. 

"If there is anything you want done it will be attended to. "

"Thank you. I have been informed that my relatives will meet me at thepier. "

"Is it true that some of the life-boats sank with the Titanic?"

"Yes. There was some trouble in manning them. They were not far enoughaway from her. "

All of this questioning and receiving replies was carried on with thegreatest difficulty. The pounding of the liner's engines, the washing ofthe sea, the tugboat's engines, made it hard to understand the woman'sreplies. 

ALL CARED FOR ON BOARD

"Were the women properly cared for after the crash?" she was asked. 

"Oh, yes, " came the shrill reply. "The men were brave--very brave. " Hereher voice broke and she turned and left the railing, to reappear a fewmoments later and cry:

"Please report me as saved. "

"What name?" was asked. She shouted a name that could not be understood, and, apparently believing that it had been, turned away again anddisappeared. 

"Nearly all of us are very ill, " cried another woman. Here several othertugboats appeared, and those standing at the railing were besieged withquestions. 

"Did the crash come without warning?" a voice on one of the smallerboats megaphoned. 

"Yes, " a woman answered. "Most of us had retired. We saved a few of ourbelongings. "

"How long did it take the boat to sink?" asked the voice. 

TITANIC CREW HEROES

"Not long, " came the reply? "The crew and the men were very brave. Oh, it is dreadful--dreadful to think of!"

"Is Mr. John Jacob Astor on board?"

"No. "

"Did he remain on the Titanic after the collision?"

"I do not know. "

Questions of this kind were showered at the few survivors who stood atthe railing, but they seemed too confused to answer them intelligibly, and after replying evasively to some they would disappear. 

RUSHES ON TO DOCK

"Are you going to anchor for the night?" Captain Rostron was asked bymegaphone as his boat approached Ambrose Light. It was then rainingheavily. 

"No, " came the reply. "I am going into port. There are sick people onboard. "

"We tried to learn when she would dock, " said Dr. Walter Kennedy, headof the big ambulance corps on the mist-shrouded pier, "and we were toldit would not be before midnight and that most probably it would not bebefore dawn to-morrow. The childish deception that has been practicedfor days by the people who are responsible for the Titanic has beencarried up to the very moment of the landing of the survivors. "

She proceeded past the Cunard pier, where 2000 persons were waitingher, and steamed to a spot opposite the White Star piers at Twenty-firstStreet. 

The ports in the big inclosed pier of the Cunard Line were opened, andthrough them the waiting hundreds, almost frantic with anxiety over whatthe Carpathia might reveal, watched her as with nerve-destroying leisureshe swung about in the river, dropping over the life-boats of theTitanic that they might be taken to the piers of the White Star Line. 

THE TITANIC LIFE-BOATS

It was dark in the river, but the lowering away of the life-boatscould be seen from the Carpathia's pier, and a deep sigh arose from themultitude there as they caught this first glance of anything associatedwith the Titanic. 

Then the Carpathia started for her own pier. As she approached it theports on the north side of pier 54 were closed that the Carpathia mightland there, but through the two left open to accommodate the forwardand after gangplanks of the big liner the watchers could see herlooming larger and larger in the darkness till finally she was directlyalongside the pier. 

As the boats were towed away the picture taking and shouting ofquestions began again. John Badenoch, a buyer for Macy & Co. , calleddown to a representative of the firm that neither Mr. Nor Mrs. IsidorStraus were among the rescued on board the Carpathia. An officer ofthe Carpathia called down that 710 of the Titanic's passengers were onboard, but refused to reply to other questions. 

The heavy hawsers were made fast without the customary shouting ofship's officers and pier hands. From the crowd on the pier came a long, shuddering murmur. In it were blended sighs and hundreds of whispers. The burden of it all was: "Here they come. "

ANXIOUS MEN AND WOMEN

About each gangplank a portable fence had been put in place, markingoff some fifty feet of the pier, within which stood one hundred or morecustoms officials. Next to the fence, crowded close against it, wereanxious men and women, their gaze strained for a glance of the firstfrom the ship, their mouths opened to draw their breaths in spasmodic, quivering gasps, their very bodies shaking with suppressed excitement, excitement which only the suspense itself was keeping in subjection. 

These were the husbands and wives, children, parents, sweethearts andfriends of those who had sailed upon the Titanic on its maiden voyage. 

They pressed to the head of the pier, marking the boats of the wreckedship as they dangled at the side of the Carpathia and were revealed inthe sudden flashes of the photographers upon the tugs. They spokein whispers, each group intent upon its own sad business. Newspaperwriters, with pier passes showing in their hat bands, were everywhere. 

A sailor hurried outside the fence and disappeared, apparently on amission for his company. There was a deep-drawn sigh as he walked away, shaking his head toward those who peered eagerly at him. Then came aman and woman of the Carpathia's own passengers, as their orderly dressshowed them to be. 

Again a sigh like a sob swept over the crowd, and again they turned backto the canopied gangplank. 

THE FIRST SURVIVORS

Several minutes passed and then out of the first cabin gangway; tunneledby a somber awning, streamed the first survivors. A young woman, hatless, her light brown hair disordered and the leaden weight ofcrushing sorrow heavy upon eyes and sensitive mouth, was in the van. Shestopped, perplexed, almost ready to drop with terror and exhaustion, andwas caught by a customs official. 

"A survivor?" he questioned rapidly, and a nod of the head answeringhim, he demanded:

"Your name. "

The answer given, he started to lead her toward that section of the pierwhere her friends would be waiting. 

When she stepped from the gangplank there was quiet on the pier. Theanswers of the woman could almost be heard by those fifty feet away, butas she staggered, rather than walked, toward the waiting throng outsidethe fence, a low wailing sound arose from the crowd. 

"Dorothy, Dorothy!" cried a man from the number. He broke through thedouble line of customs inspectors as though it was composed ofwooden toys and caught the woman to his breast. She opened her lipsinarticulately, weakly raised her arms and would have pitched forwardupon her face had she not been supported. Her fair head fell weakly toone side as the man picked her up in his arms, and, with tears streamingdown his face, stalked down the long avenue of the pier and down thelong stairway to a waiting taxicab. 

The wailing of the crowd--its cadences, wild and weird--grew steadilylouder and louder till they culminated in a mighty shriek, which sweptthe whole big pier as though at the direction of some master hand. 

RUMORS AFLOAT

The arrival of the Carpathia was the signal for the most sensationalrumors to circulate through the crowd on the pier. 

First, Mrs. John Jacob Astor was reported to have died at 8. 06 o'clock, when the Carpathia was on her way up the harbor. 

Captain Smith and the first engineer were reported to have shotthemselves when they found that the Titanic was doomed to sink. Afterward it was learned that Captain Smith and the engineer went downwith their ship in perfect courage and coolness. 

Major Archibald Butt, President Taft's military aide, was said to haveentered into an agreement with George D. Widener, Colonel John JacobAstor and Isidor Straus to kill them first and then shoot himself beforethe boat sank. It was said that this agreement had been carried out. Later it was shown that, like many other men on the ship, they had gonedown without the exhibition of a sign of fear. 

MRS. CORNELL SAFE

Magistrate Cornell's wife and her two sisters were among the firstto leave the ship. They were met at the first cabin pier entrance byMagistrate Cornell and a party of friends. None of the three women hadhats. One of those who met them was Magistrate Cornell's son. One ofMrs. Cornell's sisters was overheard to remark that "it would be adreadful thing when the ship began really to unload. "

The three women appeared to be in a very nervous state. Their hair wasmore or less dishevelled. They were apparently fully dressed save fortheir hats. Clothing had been supplied them in their need and everythinghad been done to make them comfortable. One of the party said that thecollision occurred at 9. 45. 

Following closely the Cornell party was H. J. Allison of Montreal, whocame to meet his family. One of the party, who was weeping bitterly ashe left the pier, explained that the only one of the family that wasrescued was the young brother. 

MRS. ASTOR APPEARED

In a few minutes young Mrs. Astor with her maid appeared. She came downthe gangplank unassisted. She was wearing a white sweater. Vincent Astorand William Dobbyn, Colonel Astor's secretary, greeted her andhurried her to a waiting limousine which contained clothing and othernecessaries of which it was thought she might be in need. The youngwoman was white-faced and silent. Nobody cared to intrude uponher thoughts. Her stepson said little to her. He did not feel likequestioning her at such a time, he said. 

LAST SEEN OF COLONEL ASTOR

Walter M. Clark, a nephew of the senator, said that he had seen ColonelAstor put his wife in a boat, after assuring her that he would soonfollow her in another. Mr. Clark and others said that Colonel and Mrs. Astor were in their suite when the crash came, and that they appearedquietly on deck a few minutes afterward. 

Here and there among the passengers of the Carpathia and from thesurvivors of the Titanic the story was gleaned of the rescue. Nothing inlife will ever approach the joy felt by the hundreds who were waiting inlittle boats on the spot where the Titanic foundered when the lights ofthe Carpathia were first distinguished. That was at 4 o'clock on Mondaymorning. 

DR. FRAUENTHAL WELCOMED

Efforts were made to learn from Dr. Henry Franenthal{sic} somethingabout the details of how he was rescued. Just then, or as he was leavingthe pier, beaming with evident delight, he was surrounded by a big crowdof his friends. 

"There's Harry! There he is!" they yelled and made a rush for him. 

All the doctor's face that wasn't covered with red beard was aglowwith smiles as his friends hugged him and slapped him on the back. Theyrushed him off bodily through the crowd and he too was whirled home. 

A SAD STORY

How others followed--how heartrending stories of partings and ofthrilling rescues were poured out in an amazing stream--this has allbeen told over and over again in the news that for days amazed, saddenedand angered the entire world. It is the story of a disaster thatnations, it is hoped, will make impossible in the years to come. 

In the stream of survivors were a peer of the realm, Sir Cosmo DuffGordon, and his secretary, side by side with plain Jack Jones, ofBirmingham, able seaman, millionaires and paupers, women with bags ofjewels and others with nightgowns their only property. 

MORE THAN SEVENTY WIDOWS

More than seventy widows were in the weeping company. The only largefamily that was saved in its entirety was that of the Carters, ofPhiladelphia. Contrasting with this remarkable salvage of wealthyPennsylvanians was the sleeping eleven-months-old baby of the Allisons, whose father, mother and sister went down to death after it and itsnurse had been placed in a life-boat. 

Millionaire and pauper, titled grandee and weeping immigrant, Ismay, thehead of the White Star Company, and Jack Jones from the stoke hole weresurrounded instantly. Some would gladly have escaped observation. Everyman among the survivors acted as though it were first necessary toexplain how he came to be in a life-boat. Some of the stories smacked ofMunchausen. Others were as plain and unvarnished as a pike staff. Thosethat were most sincere and trustworthy had to be fairly pulled fromthose who gave their sad testimony. 

Far into the night the recitals were made. They were told in the roomsof hotels, in the wards of hospitals and upon trains that sped towardsaddened homes. It was a symposium of horror and heroism, the like ofwhich has not been known in the civilized world since man establishedhis dominion over the sea. 

STEERAGE PASSENGERS

The two hundred and more steerage passengers did not leave the shipuntil 11 o'clock. They were in a sad condition. The women were withoutwraps and the few men there were wore very little clothing. A poorSyrian woman who said she was Mrs. Habush, bound for Youngstown, Ohio, carried in her arms a six-year-old baby girl. This woman had lost herhusband and three brothers. "I lost four of my men folks, " she cried. 

TWO LITTLE BOYS

Among the survivors who elicited a large measure of sympathy were twolittle French boys who were dropped, almost naked, from the deck of thesinking Titanic into a life-boat. From what place in France did theycome and to what place in the New World were they bound? There was notone iota of information to be had as to the identity of the waifs of thedeep, the orphans of the Titanic. 

The two baby boys, two and four years old, respectively, were in chargeof Miss Margaret Hays, who is a fluent speaker of French, and she hadtried vainly to get from the lisping lips of the two little ones someinformation that would lead to the finding of their relatives. 

Miss Hays, also a survivor of the Titanic, took charge of the almostnaked waifs on the Carpathia. She became warmly attached to the twoboys, who unconcernedly played about, not understanding the greattragedy that had come into their lives. 

The two little curly-heads did not understand it all. Had not theirpretty nineteen-year-old foster mother provided them with pretty suitsand little white shoes and playthings a-plenty? Then, too, Miss Hays hada Pom dog that she brought with her from Paris and which she carriedin her arms when she left the Titanic and held to her bosom through thelong night in the life-boat, and to which the children became warmlyattached. All three became aliens on an alien shore. 

Miss Hays, unable to learn the names of the little fellows, had dubbedthe older Louis and the younger "Lump. " "Lump" was all that his nameimplies, for he weighed almost as much as his brother. They weredark-eyed and brown curly-haired children, who knew how to smile as onlyFrench children can. 

On the fateful night of the Titanic disaster and just as the last boatswere pulling away with their human freight, a man rushed to the railholding the babes under his arms. He cried to the passengers in oneof the boats and held the children aloft. Three or four sailors andpassengers held up their arms. The father dropped the older boy. He wassafely caught. Then he dropped the little fellow and saw him folded inthe arms of a sailor. Then the boat pulled away. 

The last seen of the father, whose last living act was to save hisbabes, he was waving his hand in a final parting. Then the Titanicplunged to the ocean's bed. 

BABY TRAVERS

Still more pitiable in one way was the lot of the baby survivor, eleven-months-old Travers Allison, the only member of a family offour to survive the wreck. His father, H. J. Allison, and mother andLorraine, a child of three, were victims of the catastrophe. BabyTravers, in the excitement following the crash, was separated from therest of the family just before the Titanic went down. With the partywere two nurses and a maid. 

Major Arthur Peuchen, of Montreal, one of the survivors, standing nearthe little fellow, who, swathed in blankets, lay blinking at his nurse, described the death of Mrs. Allison. She had gone to the deck withouther husband, and, frantically seeking him, was directed by an officer tothe other side of the ship. 

She failed to find Mr. Allison and was quickly hustled into one of thecollapsible life-boats, and when last seen by Major Peuchen she wastoppling out of the half-swamped boat. J. W. Allison, a cousin of H. J. Allison, was at the pier to care for Baby Travers and his nurse. Theywere taken to the Manhattan Hotel. 

Describing the details of the perishing of the Allison family, therescued nurse said they were all in bed when the Titanic hit the berg. 

"We did not get up immediately, " said she, "for we had

{illust. Caption = WHITE STAR STEAMER TITANIC GYMNASIUM}

{illust. Caption = Copyright, 1912, Underwood & Underwood. CAPTAIN A. H. ROSTROM

Commander of the Carpathia, which rescued the survivors of the Titanicfrom the life-boats in the open sea and brought them to New York. Afterthe Senatorial Investigating Committee had examined Captain Rostrom, atwhich time this specially posed photograph was taken, Senator WilliamAlden Smith, chairman of the committee, said of Captain Rostrom: "Hisconduct of the rescue shows that he is not only an efficient seaman, butone of nature's noblemen. "}

not thought of danger. Later we were told to get up, and I hurriedlydressed the baby. We hastened up on deck, and confusion was all about. With other women and children we clambered to the life-boats, just as amatter of precaution, believing that there was no immediate danger. In about an hour there was an explosion and the ship appeared to fallapart. We were in the life-boat about six hours before we were pickedup. "

THE RYERSON FAMILY

Probably few deaths have caused more tears than Arthur Ryerson's, inview of the sad circumstances which called him home from a lengthytour in Europe. Mr. Ryerson's eldest son, Arthur Larned Ryerson, a Yalestudent, was killed in an automobile accident Easter Monday, 1912. 

A cablegram announcing the death plunged the Ryerson family intomourning and they boarded the first steamship for this country. If{sic}happened to be the Titanic, and the death note came near being the causeof the blotting out of the entire family. 

The children who accompanied them were Miss Susan P. Ryerson, Miss EmilyB. Ryerson and John Ryerson. The latter is 12 years old. 

They did not know their son intended to spend the Easter holidays attheir home at Haverford, Pa. Until they were informed of his death. JohnLewis Hoffman, also of Haverford and a student of Yale, was killed withyoung Ryerson. 

The two were hurrying to Philadelphia to escort a fellow-student to histrain. In turning out of the road to pass a cart the motor car crashedinto a pole in front of the entrance to the estate of Mrs. B. FrankClyde. The college men were picked up unconscious and died in the BrynMawr Hospital. 

G. Heide Norris of Philadelphia, who went to New York to meet thesurviving members of the Ryerson family, told of a happy incident at thelast moment as the Carpathia swung close to the pier. There had beenno positive information that young "Jack" Ryerson was among thosesaved--indeed, it was feared that he had gone down with the Titanic, like his father, Arthur Ryerson. 

Mr. Norris spoke of the feeling of relief that came over him as, watching from the pier, he saw "Jack" Ryerson come from a cabin andstand at the railing. The name of the boy was missing from some of thelists and for two days it was reported that he had perished. 

CAPTAIN ROSTRON'S REPORT

Less than 24 hours after the Cunard Line steamship Carpathia came in asa rescue ship with survivors of the Titanic disaster, she sailed againfor the Mediterranean cruise which she originally started upon lastweek. Just before the liner sailed, H. S. Bride, the second Marconiwireless operator of the Titanic, who had both of his legs crushed ona life-boat, was carried off on the shoulders of the ship's officers toSt. Vincent's Hospital. 

Captain A. H. Rostron, of the Carpathia, addressed an official report, giving his account of the Carpathia's rescue work, to the generalmanager of the Cunard Line, Liverpool. The report read: "I beg to reportthat at 12. 35 A. M. Monday 18th inst. I was informed of urgent messagefrom Titanic with her position. I immediately ordered ship turned aroundand put her in course for that position, we being then 58 miles S. 52--E. 'T' from her; had heads of all departments called and issuedwhat I considered the necessary orders, to be in preparation for anyemergency. 

"At 2. 40 A. M. Saw flare half a point on port bow. Taking this forgranted to be ship, shortly after we sighted our first iceberg. I hadpreviously had lookouts doubled, knowing that Titanic had struck ice, and so took every care and precaution. We soon found ourselves in afield of bergs, and had to alter course several times to clear bergs;weather fine, and clear, light air on sea, beautifully clear night, though dark. 

"We stopped at 4 A. M. , thus doing distance in three hours and a half, picking up the first boat at 4. 10 A. M. ; boat in charge of officer, andhe reported that Titanic had foundered. At 8. 30 A. M. Last boat pickedup. All survivors aboard and all boats accounted for, viz. , fifteenlife-boats, one boat abandoned, two Berthon boats alongside (saw onefloating upwards among wreckage), and according to second officer(senior officer saved) one Berthon boat had not been launched, it havinggot jammed, making sixteen life-boats and four Berthon boats accountedfor. By the time we had cleared first boat it was breaking day, andI could see all within area of four miles. We also saw that we weresurrounded by icebergs, large and small, huge field of drift ice withlarge and small bergs in it, the ice field trending from N. W. Round W. And S. To S. E. , as far as we could see either way. 

"At 8 A. M. The Leyland S. S. California came up. I gave him theprincipal news and asked him to search and I would proceed to NewYork; at 8. 50 proceeded full speed while researching over vicinity ofdisaster, and while we were getting people aboard I gave orders to getspare hands along and swing in all our boats, disconnect the fall andhoist up as many Titanic boats as possible in our davits; also getsome on forecastle heads by derricks. We got thirteen lifeboats, six onforward deck and seven in davits. After getting all survivors aboardand while searching I got a clergyman to offer a short prayer ofthankfulness for those saved, and also a short burial service for theirloss, in saloon. 

"Before deciding definitely where to make for, I conferred with Mr. Ismay, and as he told me to do what I thought best, I informed him, I considered New York best. I knew we should require clean blankets, provisions and clean linen, even if we went to the Azores, as most ofthe passsengers{sic} saved were women and children, and they hysterical, not knowing what medical attention they might require. I thought it bestto go to New York. I also thought it would be better for Mr. Ismay to goto New York or England as soon as possible, and knowing I should be outof wireless communication very soon if I proceeded to Azores, it leftHalifax, Boston and New York, so I chose the latter. 

"Again, the passengers were all hysterical about ice, and I pointed outto Mr. Ismay the possibilities of seeing ice if I went to Halifax. ThenI knew it would be best to keep in touch with land stations as best Icould. We have experienced great difficulty in transmitting news, alsonames of survivors. Our wireless is very poor, and again we have hadso many interruptions from other ships and also messages from shore(principally press, which we ignored). I gave instructions to send firstall official messages, then names of passengers, then survivors' privatemessages. We had haze early Tuesday morning for several hours;again more or less all Wednesday from 5. 30 A. M. To 5 P. M. ; strongsouth-southwesterly winds and clear weather Thursday, with moderaterough sea. 

"I am pleased to say that all survivors have been very plucky. Themajority of women, first, second and third class, lost their husbands, and, considering all, have been wonderfully well. Tuesday our doctorreported all survivors physically well. Our first class passengers havebehaved splendidly, given up their cabins voluntarily and supplied theladies with clothes, etc. We all turned out of our cabins and gave themto survivors--saloon, smoking room, library, etc. , also being used forsleeping accommodation. Our crew, also turned out to let the crew ofthe Titanic take their quarters. I am pleased to state that owing topreparations made for the comfort of survivors, none were the worse forexposure, etc. I beg to specially mention how willing and cheerful thewhole of the ship's company behaved, receiving the highest praise fromeverybody. And I can assure you I am very proud to have such a companyunder my command. 

 "A. H. ROSTRON. "

The following list of the survivors and dead contains the latestrevisions and corrections of the White Star Line officials, and wasfurnished by them exclusively for this book. 

LIST OF SURVIVORS

 FIRST CABIN

 ANDERSON, HARRY. ANTOINETTE, MISS. APPIERANELT, MISS. APPLETON. MRS. E. D. ABBOTT, MRS. ROSE. ALLISON, MASTER, and nurse. ANDREWS, MISS CORNELIA I. ALLEN, MISS. E. W. ASTOR, MRS. JOHN JACOB, and maid. AUBEART, MME. N. , and maid. 

 BARRATT, KARL B. BESETTE, MISS. BARKWORTH, A. H. BUCKNELL, MRS. W. BOWERMAN, MISS E. BROWN, MRS. J. J. BURNS, MISS C. M. BISHOP, MR. AND MRS. D. H. BLANK, H. BESSINA, MISS A. BAXTER, MRS. JAMES. BRAYTON, GEORGE. BONNELL, MISS LILY. BROWN, MRS. J. M. BOWEN, MISS G. C. BECKWITH, MR. AND MRS. R. L. BISLEY, MR. AND MRS. BONNELL, MISS C. 

 CASSEBEER, MRS. H. A. CARDEZA, MRS. J. W. CANDELL, MRS. CHURCHILL. CASE, HOWARD B. CAMARION, KENARD. CASSEBORO, MISS D. D. CLARK, MRS. W. M. 

 CHIBINACE, MRS. B. C. CHARLTON, W. M. CROSBY, MRS E. G. CARTER, MISS LUCILLE. CALDERHEAD, E. P. CHANDANSON, MISS VICTOTRINE. CAVENDISH, MRS. TURRELL, and maid. CHAFEE, MRS. H. I. CARDEZA, MR. THOMAS. CUMMINGS, MRS. J. CHEVRE, PAUL. CHERRY, MISS GLADYS. CHAMBERS, MR. AND MRS. N. C. CARTER, MR. AND MRS. W. E. CARTER, MASTER WILLIAM. COMPTON, MRS. A. T. COMPTON, MISS S. R. CROSBY, MRS. E. G. CROSBY, MISS HARRIET. CORNELL, MRS. R. C. CHIBNALL, MRS. E. 

 DOUGLAS, MRS. FRED. DE VILLIERS, MME. DANIEL, MISS SARAH. DANIEL, ROBERT W. DAVIDSON, MR. AND MRS. THORNTON, and family. DOUGLAS, MRS. WALTER, and maid. DODGE, MISS SARAH. DODGE, MRS. WASHINGTON, and son. DICK, MR. AND MRS. A. A. DANIELL, H. HAREN. DRACHENSTED, A. DALY, PETER D. 

 ENDRES, MISS CAROLINE. ELLIS, MISS

 LIST OF SURVIVORS--FIRST CABIN (CONTINUED)

 EARNSHAW, MRS. BOULTON. EUSTIS, MISS E. EMMOCK, PHILIP E. 

 FLAGENHEIM, MRS. ANTOINETTE. FRANICATELLI, MISY. FYNN, J. I. FORTUNE, MISS ALICE FORTUNE, MISS ETHEL. FORTUNE, MRS. MARK. FORTUNE, MISS MABEL. FRAUENTHAL, DR. AND MRS. H. W. FRAUENTHAL, MR. AND MRS. T. G FROLICHER, MISS MARGARET. FROLICHER, MAY AND MRS. FROLICHER, MISS N. FUTRELLE, MRS. JACQUES. 

 GRACIE, COLONEL ARCHIBALD. GRAHAM, MR. AND MRS. WILLIAM. GRAHAM, MISS M. GORDON, SIR COSMO DUFF. GORDON, LADY. GIBSON, MISS DOROTHY. GOLDENBERG, MR. AND MRS. SAMUEL. GOLDENBERG, MISS ELLA. GREENFIELD, MRS. L. P. GREENFIELD, G. B. GREENFIELD, WILLIAM. GIBSON, MRS. LEONARD. GOOGHT, JAMES. 

 HAVEN, MR. HENRY B. HARRIS, MRS. H. B. HOLVERSON, MRS. ALEX. HOGEBOOM, MRS. J. C. HAWKSFORD, W. J. HARPER, HENRY, and man servant. HARPER, MRS. H. S. HOLD, MISS J. A. HOPE, NINA. HOYT, MR. AND Mrs. FRED. HORNER, HENRY R. HARDER, MR. AND MRS. GEORGE. HAYS, MRS. CHARLES M. , and daughter. HIPPACH, MISS JEAN. HIPPACH, MRS. IDA S. 

 ISMAY, J. BRUCE. 

 JENASCO, MRS. J. 

 KIMBALL, MR. AND MRS. ED. N. KENNYMAN, F. A. KENCHEN, MISS EMILE. 

 LONGLEY, MISS G. F. LEADER, MRS. A. F. LEAHY, MISS NORA. LAVORY, MISS BERTHA. LINES, MRS. ERNEST. LINES, MISS MARY. LINDSTROM, MRS. SINGIRD. LESNEUR, GUSTAVE, JR. 

 MADILL, MISS GEORGETTE A. MAHAN, MRS. MELICARD, MME. MENDERSON, MISS LETTA. MAIAIMY, MISS ROBERTA. MARVIN, MRS. D. W. MARECHELL, PIERRE. MARONEY, MRS. R. MEYER, MRS. E. I. MOCK, MR. P. E. MIDDLE, MME. M. OLIVE. MINAHAN, MISS DAISY. MINAHAN, MRS. W. E. MCGOUGH, JAMES. 

 NEWELL, MISS ALICE. NEWELL, MISS MADELINE. NEWELL, WASHINGTON. NEWSON, MISS HELEN. 

 O'CONNELL, MISS R. OSTBY, E. C. 

 LIST OF SURVIVORS--FIRST CABIN (CONTINUED)

 OSTBY, MISS HELEN. OMUND, FIEUNAM. 

 PANHART, MISS NINETTE. PEARS, MRS. E. POMROY, MISS ELLEN. POTTER, MRS. THOMAS, JR. PEUCHEN, MAJOR ARTHUR. PEERCAULT, MISS A. 

 RYERSON, JOHN. RENAGO, MRS. MAMAM. RANELT, MISS APPIE. ROTHSCHILD, MRS. LORD MARTIN. ROSENBAHM, MISS EDITH. RHEIMS, MR. AND MRS GEORGE. ROSIBLE, MISS H. ROTHES, COUNTESS. ROBERT, MRS. EDNA. ROLMANE, C. RYERSON, ALISS SUSAN P. RYERSON, MISS EMILY. RYERSON, MRS. ARTHUR, and maid. 

 STONE, MRS. GEORGE M. SKELLER, MRS. WILLIAM. SEGESSER, MISS EMMA. SEWARD, FRED. K. SHUTTER, MISS. SLOPER, WILLIAM T. SWIFT, MRS. F. JOEL. SCHABERT, MRS. PAUL. SHEDDEL, ROBERT DOUGLASS. SNYDER, MR. AND MRS. JOHN. SEREPECA, ALISS AUGHSTA. SILVERTHORN, R. SPENCER. SAALFELD, ADOLF. STAHELIN, MAX. SIMOINUS, ALFONSIUS. SMITH, MRS. LUCIEN P. STEPHENSON, MRS. WALTER. SOLOMON, ABRAHAM. SILVEY, MRS. WILLIAM B STENMEL, MR. AND MRS. HELEERY SPENCER, MRS. W. A. , and maid. SLAYTER, MISS HILDA. SPEDDEN, MR. AND MRS. F. O. , and child. STEFFANSON, H. B. STRAUS, MRS. , maid of. SCHABERT, MRS. EMMA. SLINTER, MRS. E. SIMMONS, A. 

 TAYLOR, MISS. TUCKER, MRS. , and maid. THAYER, MRS. J. B. THAYER, J. B. , JR. TAUSSIG, MISS RUTH. TAUSSIG. MRS. E. THOR, MISS ELLA. THORNE, MRS. G. TAYLOR, MR. AND MRS. E. Z TROUT, MISS JESSIE. TUCKER, GILBERT. 

 WOOLNER, HUGH. WARD, MISS ANNA. WILLIAMS, RICHARD M. , JR. WARREN, MRS. P. WILSON, MISS HELEN A. WILLIARD, MISS C. WICK, MISS MARY. WICK, GEO. WIDENER, valet of. WIDENER, MRS. GEORGE D. , and maid. WHITE, MRS. J. STUART. 

 YOUNG, MISS MARIE. 

LIST OF SURVIVORS--SECOND CABIN

 ABESSON, MRS. MANNA. ABBOTT, MRS. R. ARGENIA, MRS. , and two children. ANGEL, F. ANGLE, WILLIAM. 

 BAUMTHORPE, MRS. L. BALLS, MRS. ADA E. BUSS, MISS KATE. BECKER, MRS. A. O. , and three children BEANE, EDWARD. BEANE, MRS. ETHEL, BRYHI, MISS D. BEESLEY, MR. L. BROWN, MR. T. W. S. BROWN, MISS E. BROWN, MRS. BENTHAN, LILLIAN W. BYSTRON, KAROLINA BRIGHT, DAGMAR. BRIGHT, DAISY. 

 CLARKE, MRS. ADA. CAMERON, MISS. C. CALDWELL, ALBERT F. CALDWELL, MRS. SYLVAN CALDWELL, ALDEN, infant. CRISTY, MR. AND MRS. COLLYER, MRS. CHARLOTTE. COLLYER, MISS MARJORIE CHRISTY, MRS. ALICE. COLLET, STITART. CHRISTA, MISS DIJCIA. CHARLES, WILLIAM. CROFT, MILLIE MALL. 

 DOLING, MRS. ELSIE. DREW, MRS. LULU. DAVIS, MRS. AGNES. DAVIS, MISS MARY. DAVIS, JOHN M. DUVAN, FLORENTINE. DUVAN, MRS. A. DAVIDSON, MISS MARY. DOLING, MISS ADA. DRISCOLL, MRS. B. DEYSTROM, CAROLINE. 

 EMCARMACION, MRS. RINALDO. 

 FAUNTHORPE, MRS. LIZZIE FORMERY, MISS ELLEN. 

 GARSIDE, ETHEL. GERRECAI, MRS. MARCY. GENOVESE, ANGERE. 

 HART, MRS. ESTHER. HART, EVA. HARRIS, GEORGE. HEWLETT, MRS. MARY. HEBBER, MISS S. HOFFMAN, LOLA. HOFFMAN, LOUIS. HARPER, NINA. HOLD, STEPHEN. HOLD, MRS. ANNA. HOSONO, MASABTJMI. HOCKING, MR. AND MRS. GEORGE. HOCKING, MISS NELLIE. HERMAN, MRS. JANE, 2 daughters HEALY, NORA. HANSON, JENNIE. HAMATAINEN, W. HAMATAINEN, ANNA. HARNLIN, ANNA, and Child

 ILETT, BERTHA. 

 JACKSON, MRS. AMY. JULIET, LUVCHE. JERWAN, MARY. JUHON, PODRO. JACOBSON, MRS. 

 KEANE, MISS NORA H. KELLY, MRS. F. KANTAR, MRS. S. 

 LEITCH, JESSIE. LAROCHE, MRS. AND MISS SIMMONE. 

 LIST OF SURVIVORS--SECOND CABIN (CONTINITED)

 LAROCHE, MISS LOUISE. LEHMAN, BERTHA. LAUCH, MRS. ALEX. LANIORE, AMELIA. LYSTROM, MRS. C. 

 MELLINGER, ELIZABETH. MELLINGER, child. MARSHALL, MRS. KATE. MALLETT, A. MALLETT, MRS. And child. MANGE, PAULA. MARE, MRS. FLORENCE. MELLOR, W. J. McDEARMONT, MISS LELA. McGOWAN, ANNA. 

 NYE, ELIZABETH. NASSER, MRS. DELIA. NUSSA, MRS. A. 

 OXENHAM, PERCY J. 

 PHILLIPS, ALICE. PALLAS, EMILIO. PADRO, JITLIAN. PRINSKY, ROSA. PORTALTTPPI, EMILIO. PARSH, MRS. L. PLETT, B. 

 QUICK, MRS. JANE. QUICK, MRS. VERA W. QUICK, MISS PHYLLIS. 

 REINARDO, MISS E. RIDSDALE, LUCY. RENOUF, MRS. LILY. RUGG, MISS EMILY. RICHARDS, M. ROGERS, MISS SELINA. RICHARDS, MRS. EMILIA, two boys, and MR. RICHARDS, JR. 

 SIMPSON, MISS. SINCOCK, MISS MAUDE. SINKKONNEN, ANNA. SMITH, MISS MARION. SILVEN, LYLLE. 

 TRANT, MRS J. TOOMEY, MISS. E. TROUTT, MISS E. TROUTT, MISS CECELIA. 

 WARE, MISS H. WATTER, MISS N. WILHELM, C. WAT, MRS. A. , and two children. WILLIAMS, RICHARD M. , JR. WEISZ, MATHILDE. WEBBER, MISS SIJSDD. WRIGHT, MISS MARION. WATT, MISS BESSIE. WATT, MISS BERTHA. WEST, MRS. E. A. WEST, MISS CONSTANCE. WEST, MISS BARBARA. WELLS, ADDIE. WELLS, MASTER. 

A list of surviving third cabin passengers and crew is omitted owing tothe impossibility of obtaining the correct names of many. 

ROLL OF THE DEAD

 FIRST CABIN

 ALLISON, H. J. ALLISON, MRS. , and maid. ALLISON, MISS. ANDREWS, THOMAS. ARTAGAVEYTIA, MR. RAMON. ASTOR, COL. J. J. , and servant. ANDERSON, WALKER. 

 ROLL OF THE DEAD--FIRST CABIN (CONTINUED)

 BEATTIE, T. BRANDEIS, E. BUCKNELL, MRS. WILLIAM, maid of. BAHMANN, J. BAXTER, MR. AND MRS. QUIGG. BJORNSTROM, H. BIRNBAHM, JACOB. BLACKWELL, S. W. BOREBANK, J. J. BOWEN, MISS. BRADY, JOHN B. BREWE, ARLBLIR J. BUTT, MAJOR A. 

 CLARK, WALTER M. CLIFFORD, GEORGE Q. COLLEY, E. P. CARDEZA, T. D. M. , servant of. CARDEZA, MRS. J. W. , maid of. CARLSON, FRANK. CORRAN, F. M. CORRAN, J. P. CHAFEE, MR. H. I. CHISHOLM, ROBERT. COMPTON, A. T. CRAFTON, JOHN B. CROSBY, EDWARD G. CUMMINGS, JOHN BRADLEY. 

 DULLES, WILLIAM C. DOUGLAS, W. D. DOUGLAS, MASTER R. , nurse of. 

 EVANS, MISS E. 

 FORTUNE, MARK. FOREMAN, B. L. FORTUNE, CHARLES. FRANKLIN, T. P. FUTRELLE, J. 

 GEE, ARTHUR. GOLDENBERG, E. L. GOLDSCHMIDT, G. B. GIGLIO, VICTOR. GUGGENHEIM, BENJAMIN. 

 HAYS, CHARLES M. HAYS, MRS. CHARLES, maid of. HEAD, CHRISTOPHER. HILLIARD, H. H. HIPKINS, W. E. HOGENHEIM, MRS. A. HARRIS, HENRY B. HARP, MR. AND MRS. CHARLES M. HARP, MISS MARGARET, and maid. HOLVERSON, A. M. 

 ISLAM, MISS A. E. ISMAY, J. BRUCE, servant of. 

 JULIAN, H. F. JONES, C. C. 

 KENT, EDWARD A. KENYON, MR. AND MRS. F. R. KLABER, HERMAN. 

 LAMBERTH, WILLIAM, F. F. LAWRENCE, ARTHUR. LONG, MILTON. LEWY, E. G. LOPING, J. H. LINGREY, EDWARD. 

 MAGUIRE, J. E. McCAFFRY, T. McCAFFRY, T. , JR. McCARTHY, T. MIDDLETON, J. C. MILLET, FRANK D. MINAHAN, DR. MEYER, EDGAR J. MOLSON, H. M. MOORE, C. , servant. 

 NATSCH, CHARLES. NEWALL, MISS T. NICHOLSON, A. S. 

 OVIES, S. OBNOUT, ALFRED T. 

 ROLL OF THE DEAD--FIRST CABIN (CONTINUED)

 PARR, M. H. W. PEARS, MR. AND MRS. THOMAS. PENASCO, MR. AND MRS. VICTOR. PARTNER, M. A. PAYNE, Y. POND, FLORENCE, and maid. PORTER, WALTER. PUFFER, C. C. 

 REUCHLIN, J. ROBERT, MRS. E. , maid of. ROEBLING, WASHINGTON A. , 2d. ROOD, HUGH R. ROES, J. HUGO. ROTHES, COUNTESS, maid of. ROTHSCHILD, M. ROWE, ARTHUR. RYERSON, A. 

 SILVEY, WILLIAM B. SPEDDEN, MRS. F. O. , maid of SPENCER, W. A. STEAD, W. T. STEHLI, MR. AND MRS. MAX FROLICHER. STONE, MRS. GEORGE, maid of. STRAUS, MR. AND MRS. ISIDOR. SUTTON, FREDERICK. SMART, JOHN M. SMITH, CLINCH. SMITET, R. W. SMITH, L. P. 

 TAUSSIC, EMIL. THAYER, MRS. , maid of. THAYER, JOHN B. THORNE, G. 

 VANDERHOOF, WYCKOFF. 

 WALKER, W. A. WARREN, F. M. WHITE, PERCIVAL A. WHITE, RICHARD F. WIDENER, G. D. WIDENER, HARRY. WOOD, MR. AND MRS. FRANK P. WEIR, J. WILLIAMS, DUANE. WRIGHT, GEORGE. 

 SECOND CABIN

 ABELSON, SAMSON. ANDREW, FRANK. ASHBY, JOHN. ALDWORTH, C. ANDREW, EDGAR. 

 BRACKEN, JAMES H. BROWN, MRS. BANFIELD, FRED. BRIGHT, NARL. BRAILY, bandsman. BREICOUX, bandsman. BAILEY, PERCY. BAINBRIDGE, C. R. BYLES, THE REV. THOMAS. BEAUCHAMP, H. J. BERG, MISS E. BENTHAN, I. BATEMAN, ROBERT J. BUTLER, REGINALD. BOTSFORD, HULL. BOWEENER, SOLOMON. BERRIMAN, WILLIAM. 

 CLARKE, CHARLES. CLARK, bandsman. COREY, MRS. C. P. CARTER, THE REV. ERNEST. CARTER, MRS. COLERIDGE, REGINALD, CHAPMAN, CHARLES. CUNNINGHAM, ALFRED. CAMPBELL, WILLIAM. COLLYER, HARVEY. CORBETT, MRS. IRENE. 

 ROLL OF THE DEAD--SECOND CABIN (CONTINUED)

 CHAPMAN, JOHN E. CHAPMAN, MRS. E. COLANDER, ERIC. COTTERILL, HARBY. 

 DEACON, PERCY. DAVIS, CHARLES. DIBBEN, WILLIAM. DE BRITO, JOSE. DENBORNY, H. DREW, JAMES. DREW, MASTER M. DAVID, MASTER J. W. DOUNTON, W. J. DEL VARLO, S. DEL VARLO, MRS. 

 ENANDER, INGVAR. EITEMILLER, G. F. 

 FROST, A. FYNNERY, MR. FAUNTHORPE, H. FILLBROOK, C. FUNK, ANNIE. FAHLSTROM, A. FOX, STANLEY W. 

 GREENBERG, S. GILES, RALPH. GASKELL, ALFRED. GILLESPIE, WILLIAM. GILBERT, WILLIAM. GALL, S. GILL, JOHN. GILES, EDGAR. GILES, FRED. GALE, HARRY. GALE, PHADRUCH. GARVEY, LAWRENCE. 

 HICKMAN, LEONARD. HICKMAN, LENVIS. HUME, bandsman. HICKMAN, STANLEY. HOOD, AMBROSE, HODGES, HENRY P. HART, BENJAMIN. HARRIS, WALTER. HARPER, JOHN. HARBECK, W. H. HOFFMAN, MR. HERMAN, MRS. S. HOWARD, B. HOWARD, MRS. E. T. HALE, REGINALD. HILTUNEN, M. HUNT, GEORGE. 

 JACOBSON, MR. JACOBSON, SYDNEY. JEFFERY, CLIFFORD. JEFFERY, ERNEST. JENKIN, STEPHEN. JARVIS, JOHN D. 

 KEANE, DANIEL. KIRKLAND, REV. C. KARNES, MRS. F. G. KEYNALDO, MISS. KRILLNER, J. H. KRINS, bandsman. KARINES, MRS. KANTAR, SELNA. KNIGHT, R. 

 LENGAM, JOHN. LEVY, R. J. LAHTIMAN, WILLIAM. LAUCH, CHARLES. LEYSON, R. W. N. LAROCHE, JOSEPH. LAMB, J. J

 McKANE, PETER. MILLING, JACOB. MANTOILA, JOSEPEI, MALACHARD, NOLL. MORAWECK, DR. 

 ROLL OF THE DEAD--SECOND CABIN (CONTINUED)

 MANGIOVACCHI, E. McCRAE, ARTHUR G. McCRIE, JAMES M. McKANE, PETER D. MUDD, THOMAS. MACK, MRS. MARY. MARSHALL, HENRY. MAYBERG, FRANK H. MEYER, AUGUST. MYLES, THOMAS. MITCHELL, HENRY. MATTHEWS, W. J. 

 NESSEN, ISRAEL. NICHOLLS, JOSEPH C. NORMAN, ROBERT D. 

 OTTER, RICHARD. 

 PHILLIPS, ROBERT. PONESELL, MARTIN. PAIN, DR. ALFRED. PARKES, FRANK. PENGELLY, F. PERNOT, RENE. PERUSCHITZ, REV. PARKER, CLIFFORD. PULBAUM, FRANK

 RENOUF, PETER H. ROGERS, HARRY. REEVES, DAVID. 

 SLEMEN, R. J. SOBEY, HAYDEN. SLATTER, MISS H. M. STANTON, WARD. SWORD, HANS K. STOKES, PHILIP J. SHARP, PERCIVAL. SEDGWICK, MR. F. W. SMITH, AUGUSTUS. SWEET, GEORGE. SJOSTEDT, ERNST. 

 TAYLOR, bandsman. TURPIN, WILLIAM J. TURPIN, MRS. DOROTHY. TURNER, JOHN H. TROUPIANSKY, M. TIRVAN, MRS. A. 

 VEALE, JAMES. 

 WATSON, E. WOODWARD, bandsman. WARE, WILLIAM J. WEISZ, LEOPOLD. WHEADON, EDWARD. WARE, JOHN J. WEST, E. ARTHUR. WHEELER, EDWIN. WERMAN, SAMUEL. 

The total death list was 1635. Third cabin passengers and crew are notincluded in the list here given owing to the impossibility of obtainingthe exact names of many. 

CHAPTER XIII. THE STORY OF CHARLES F. HURD

HOW THE TITANIC SANK--WATER STREWN WITH DEAD BODIES--VICTIMS MET DEATHWITH HYMN ON THEIR LIPS

THE Story of how the Titanic sank is told by Charles F. Hurd, who was apassenger on the Carpathia. 

He praised highly the courage of the crew, hundreds of whom gave theirlives with a heroism which equaled but could not exceed that of JohnJacob Astor, Henry B. Harris, Jacques Futrelle and others in the longlist of first-cabin passengers. The account continues:

"The crash against the iceberg, which had been sighted at only a quartermile distance, came almost simultaneously with the click of the leversoperated from the bridge, which stopped the engines and closed thewater-tight doors. Captain Smith was on the bridge a moment later, summoning all on board to put on life preservers and ordering thelife-boats lowered. 

"The first boats had more male passengers, as the men were the firstto reach the deck. When the rush of frightened men and women andcrying children to the decks began, the 'women first' rule was rigidlyenforced. 

"Officers drew revolvers, but in most cases there was no use for them. Revolver shots heard shortly before the Titanic went down caused manyrumors, one that Captain Smith had shot himself, another that FirstOfficer Murdock had ended his life, but members of the crew discreditthese rumors. 

"Captain Smith was last seen on the bridge just before the ship sank, leaping only after the decks had been washed away. 

"What became of the men with the life-preservers was a question asked bymany since the disaster. Many of these with life-preservers were seen togo down despite the preservers, and dead bodies floated on the surfaceas the boats moved away. 

"Facts which I have established by inquiries on the Carpathia, aspositively as they could be established in view of the silence of thefew surviving officers, are:

"That the Titanic's officers knew, several hours before the crash, ofthe possible nearness of the icebergs. 

"That the Titanic's speed, nearly 23 knots an hour, was not slackened. 

"That the number of life-boats on the Titanic was insufficient toaccommodate more than one-third of the passengers, to say nothing of thecrew. Most members of the crew say there were sixteen life-boats and twocollapsibles; none say there were more than twenty boats in all. The 700escaped filled most of the sixteen life-boats and the one collapsiblewhich got away, to the limit of their capacity. 

"Had the ship struck the iceberg head on at whatever

{illust. Caption = MRS. GEORGE D. WIDENER

Mrs. Widener was saved, .... }

{illust. Caption = George D. WIDENER

Who with his son.... }

{illust. Caption = Copyright by Underwood & Underwood, N. Y. WILLIAM T. STEAD

The great English writer, who was a passenger on board the ill-fatedWhite Star Line Steamer Titanic. }

speed and with whatever resulting shock, the bulkhead system ofwater-tight compartments would probably have saved the vessel. As oneman expressed it, it was the impossible that happened when, with a shockunbelievably mild, the ship's side was torn for a length which made thebulkhead system ineffective. "

After telling of the shock and the lowering of the boats the accountcontinues:

"Some of the boats, crowded too full to give rowers a chance, driftedfor a time. Few had provisions or water, there was lack of coveringfrom the icy air, and the only lights were the still undimmed arcs andincandescents of the settling ship, save for one of the first boats. There a steward, who explained to the passengers that he had beenshipwrecked twice before, appeared carrying three oranges and a greenlight. 

"That green light, many of the survivors say, was to the shipwreckedhundreds as the pillar of fire by night. Long after the ship haddisappeared, and while confusing false lights danced about the boats, the green lantern kept them together on the course which led them to theCarpathia. 

"As the end of the Titanic became manifestly but a matter of moments, the oarsmen pulled their boats away, and the chilling waters began toecho splash after splash as passengers and sailors in life-preserversleaped over and started swimming away to escape the expected suction. 

"Only the hardiest of constitutions could endure for more than a fewmoments such a numbing bath. The first vigorous strokes gave way toheart-breaking cries of 'Help! Help!' and stiffened forms were seenfloating on the water all around us. 

"Led by the green light, under the light of the stars, the boats drewaway, and the bow, then the quarter, then the stacks and at last thestern of the marvel-ship of a few days before, passed beneath thewaters. The great force of the ship's sinking was unaided by anyviolence of the elements, and the suction, not so great as had beenfeared, rocked but mildly the group of boats now a quarter of a miledistant from it. 

"Early dawn brought no ship, but not long after 5 A. M. The Carpathia, far out of her path and making eighteen knots, instead of her wontedfifteen, showed her single red and black smokestack upon the horizon. Inthe joy of that moment, the heaviest griefs were forgotten. 

"Soon afterward Captain Rostron and Chief Steward Hughes were welcomingthe chilled and bedraggled arrivals over the Carpathia's side. 

"Terrible as were the San Francisco, Slocum and Iroquois disasters, theyshrink to local events in comparison with this world-catastrophe. 

"True, there were others of greater qualifications and longer experiencethan I nearer the tragedy--but they, by every token of likelihood, have become a part of the tragedy. The honored--must I say thelamented--Stead, the adroit Jacques Futrelle, what might they not tellwere their hands able to hold pencil?

"The silence of the Carpathia's engines, the piercing cold, the clamorof many voices in the companionways, caused me to dress hurriedlyand awaken my wife, at 5. 40 A. M. Monday. Our stewardess, meeting meoutside, pointed to a wailing host in the rear dining room and said. 'From the Titanic. She's at the bottom of the ocean. '

"At the ship's side, a moment later, I saw the last of the line of boatsdischarge their loads, and saw women, some with cheap shawls about theirheads, some with the costliest of fur cloaks, ascending the ship's side. And such joy as the first sight of our ship may have given themhad disappeared from their faces, and there were tears and signs offaltering as the women were helped up the ladders or hoisted aboard inswings. For lack of room to put them, several of the Titanic's boats, after unloading, were set adrift. 

"At our north was a broad ice field, the length of hundreds ofCarpathias. Around us on other sides were sharp and glistening peaks. One black berg, seen about 10 A. M. , was said to be that which sunk theTitanic. "

CHAPTER XIV. THRILLING ACCOUNT BY L. BEASLEY

COLLISION ONLY A SLIGHT JAR--PASSENGERS COULD NOT BELIEVE THE VESSELDOOMED--NARROW ESCAPE OF LIFE-BOATS--PICKED UP BY THE CARPATHIA

AMONG the most connected and interesting stories related by thesurvivors was the one told by L. Beasley, of Cambridge, England. Hesaid:

"The voyage from Queenstown had been quite uneventful; very fine weatherwas experienced, and the sea was quite calm. The wind had been westerlyto southwesterly the whole way, but very cold, particularly the lastday; in fact after dinner on Saturday evening it was almost too cold tobe out on deck at all. 

ONLY A SLIGHT JAR

"I had been in my berth for about ten minutes, when, at about 11. 15P. M. , I felt a slight jar, and then soon after a second one, but notsufficiently violent to cause any anxiety to anyone, however nervousthey may have been. However, the engines stopped immediately afterward, and my first, thought was, 'She has lost a propeller. '

"I went up on the top (boat) deck in a dressing gown, and found onlya few persons there, who had come up similarly to inquire why we hadstopped, but there was no sort of anxiety in the minds of anyone. 

"We saw through the smoking room window a game of cards going on, andwent in to inquire if they knew anything; it seems they felt more ofthe jar, and, looking through the window, had seen a huge iceberg go byclose to the side of the boat. They thought we had just grazed it witha glancing blow, and that the engines had been stopped to see if anydamage had been done. No one, of course, had any conception that thevessel had been pierced below by part of the submerged iceberg. 

"The game went on without any thought of disaster and I retired to mycabin, to read until we went on again. I never saw any of the players orthe onlookers again. 

SOME WERE AWAKENED

"A little later, hearing people going upstairs, I went out again andfound everyone wanting to know why the engines had stopped. No doubtmany were awakened from sleep by the sudden stopping of a vibration towhich they had become accustomed during the four days we had been onboard. Naturally, with such powerful engines as the Titanic carried, thevibration was very noticeable all the time, and the sudden stoppinghad something the same effect as the stopping of a loud-tickinggrandfather's clock in a room. 

"On going on deck again I saw that there was an undoubted list downwardfrom stern to bows, but, knowing nothing of what had happened, concludedsome of the front compartments had filled and weighed her down. I wentdown again to put on warmer clothing, and as I dressed heard an ordershouted, 'All passengers on deck with life-belts on. '

"We all walked slowly up, with the belts tied on over our clothing, but even then presumed this was only a wise precaution the captain wastaking, and that we should return in a short time and retire to bed. 

"There was a total absence of any panic or any expressions of alarm, andI suppose this can be accounted for by the exceedingly calm night andthe absence of any signs of the accident. 

"The ship was absolutely still, and except for a gentle tilt downward, which I don't think one person in ten would have noticed at that time, no signs of the approaching disaster were visible. She lay just as ifshe were waiting the order to go on again when some trifling matter hadbeen adjusted. 

"But in a few moments we saw the covers lifted from the boats and thecrews allotted to them standing by and coiling up the ropes which wereto lower them by the pulley blocks into the water. 

"We then began to realize it was more serious than had been supposed, and my first thought was to go down and get some more clothing and somemoney, but, seeing people pouring up the stairs, decided it was betterto cause no confusion to people coming up. Presently we heard the order:

"'All men stand back away from the boats, and all ladies retire to nextdeck below'--the smoking-room deck or B deck. 

MEN STOOD BACK

"The men all stood away and remained in absolute silence leaning againstthe end railings of the deck or pacing slowly up and down. 

"The boats were swung out and lowered from A deck. When they were tothe level of B deck, where all the women were collected, they got inquietly, with the exception of some who refused to leave their husbands. 

"In some cases they were torn from them and pushed into the boats, butin many instances they were allowed to remain because there was no oneto insist they should go. 

"Looking over the side, one saw boats from aft already in the water, slipping quietly away into the darkness, and presently the boats nearme were lowered, and with much creaking as the new ropes slipped throughthe pulley blocks down the ninety feet which separated them from thewater. An officer in uniform came up as one boat went down and shouted, "When you are afloat row round to the companion ladder and stand by withthe other boats for orders. '

"'Aye, aye, sir, ' came up the reply; but I don't think any boat wasable to obey the order. When they were afloat and had the oars at work, the condition of the rapidly settling boat was so much more a sightfor alarm for those in the boats than those on board, that in commonprudence the sailors saw they could do nothing but row from the sinkingship to save at any rate some lives. They no doubt anticipated thatsuction from such an enormous vessel would be more dangerous than usualto a crowded boat mostly filled with women. 

"All this time there was no trace of any disorder; no panic or rushto the boats and no scenes of women sobbing hysterically, such as onegenerally pictures as happening at such times everyone seemed to realizeso slowly that there was imminent danger. When it was realized that wemight all be presently in the sea with nothing but our life-beltsto support us until we were picked up by passing steamers, it wasextraordinary how calm everyone was and how completely self-controlled. 

"One by one, the boats were filled with women and children, lowered androwed away into the night. Presently the word went round among the men, 'the men are to be put in boats on the starboard side. '

"I was on the port side, and most of the men walked across the deck tosee if this was so I remained where I was and soon heard the call:

"'Any more ladies?'

"Looking over the side of the ship, I saw the boat, No. 13, swinginglevel with B deck, half full of ladies. Again the call was repeated, 'Any more ladies?'

"I saw none come on, and then one of the crew, looking up, said:

"'Any more ladies on your deck, sir?'

"'No, ' I replied. 

"'Then you had better jump. '

"I dropped in, and fell in the bottom, as they cried 'lower away. ' Asthe boat began to descend two ladies were pushed hurriedly through thecrowd on B deck and heaved over into the boat, and a baby of ten monthspassed down after them. Down we went, the crew calling to those loweringeach end to 'keep her level, ' until we were some ten feet from thewater, and here occurred the only anxious moment we had during the wholeof our experience from leaving the deck to reaching the Carpathia. 

"Immediately below our boat was the exhaust of the condensers, a hugestream of water pouring all the time from the ship's side just above thewater line. It was plain we ought to be quickly away from this, not tobe swamped by it when we touched water. 

NO OFFICER ABOARD

"We had no officer aboard, nor petty officer or member of the crew totake charge. So one of the stokers shouted: 'Someone find the pin whichreleases the boat from the ropes and pull it up!' No one knew where itwas. We felt on the floor and sides, but found nothing, and it was hardto move among so many people--we had sixty or seventy on board. 

"Down we went and presently floated, with our ropes still holding us, the exhaust washing us away from the side of the vessel and the swell ofthe sea urging us back against the side again. The result of all theseforces was an impetus which carried us parallel to the ship's side anddirectly under boat 14, which had filled rapidly with men and was comingdown on us in a way that threatened to submerge our boat. 

"'Stop lowering 14, ' our crew shouted, and the crew of No. 14, now onlytwenty feet above, shouted the same. But the distance to the top wassome seventy feet and the creaking pulleys must have deadened all soundto those above, for down she came, fifteen feet, ten feet, five feet anda stoker and I reached up and touched her swinging above our heads. The next drop would have brought her on our heads, but just before shedropped another stoker sprang to the ropes, with his knife. 

JUST ESCAPED ANOTHER BOAT

"'One, ' I heard him say, 'two, ' as his knife cut through the pulleyropes, and the next moment the exhaust stream had carried us clear, while boat 14 dropped into the water, into the space we had the momentbefore occupied, our gunwales almost touching. 

"We drifted away easily, as the oars were got out, and headed directlyaway from the ship. The crew seemed to me to be mostly stewards or cooksin white jackets, two to an oar, with a stoker at the tiller. There wasa certain amount of shouting from one end of the boat to the other, anddiscussion as to which way we should go, but finally it was decided toelect the stoker, who was steering, as captain, and for all to obey hisorders. He set to work at once to get into touch with the other boats, calling to them and getting as close as seemed wise, so that when thesearch boats came in the morning to look for us, there would be morechance for all to be rescued by keeping together. 

"It was now about 1 A. M. ; a beautiful starlight night, with no moon, and so not very light. The sea was as calm as a pond, just a gentleheave as the boat dipped up and down in the swell; an ideal night, except for the bitter cold, for anyone who had to be out in the middleof the Atlantic ocean in an open boat. And if ever there was a time whensuch a night was needed, surely it was now, with hundreds of people, mostly women and children, afloat hundreds of miles from land. 

WATCHED THE TITANIC

"The captain-stoker told us that he had been at sea twenty-six years, and had never yet seen such a calm night on the Atlantic. As we rowedaway from the Titanic, we looked back from time to time to watch her, and a more striking spectacle it was not possible for anyone to see. 

"In the distance it looked an enormous length, its great bulk outlinedin black against the starry sky, every port-hole and saloon blazing withlight. It was impossible to think anything could be wrong with such aleviathan, were it not for that ominous tilt downward in the bows, wherethe water was by now up to the lowest row of port-holes. 

"Presently, about 2 A. M. , as near as I can remember, we observed itsettling very rapidly, with the bows and the bridge completely underwater, and concluded it was now only a question of minutes before itwent; and so it proved. "

Mr. Beasley went on to tell of the spectacle of the sinking of theTitanic, the terrible experiences of the survivors in the life-boats andtheir final rescue by the Carpathia as already related. 

CHAPTER XV. JACK THAYER'S OWN STORY OF THE WRECK

SEVENTEEN-YEAR-OLD SON OF PENNSYLVANIA RAILROAD OFFICIAL TELLSMOVING STORY OF HIS RESCUE--TOLD MOTHER TO BE BRAVE--SEPARATED FROMPARENTS--JUMPED WHEN VESSEL SANK--DRIFTED ON OVERTURNED BOAT PICKED UPBY CARPATHIA

ONE of the calmest of the passengers was: young Jack Thayer, theseventeen-year-old son of Mr. And Mrs. John B. Thayer. When his motherwas put into the life-boat he kissed her and told her to be brave, saying that he and his father would be all right. He and Mr. Thayerstood on the deck as the small boat in which Mrs. Thayer was a passengermade off from the side of the Titanic over the smooth sea. 

The boy's own account of his experience as told to one of his rescuersis one of the most remarkable of all the wonderful ones that have comefrom the tremendous catastrophe:

"Father was in bed, and mother and myself were about to get into bed. There was no great shock, I was on my feet at the time and I do notthink it was enough to throw anyone down. I put on an overcoat andrushed up on A deck on the port side. I saw nothing there. I then wentforward to the bow to see if I could see any signs of ice. The only iceI saw was on the well deck. I could not see very far ahead, having justcome out of a brightly lighted room. 

"I then went down to our room and my father and mother came on deck withme, to the starboard side of A deck. We could not see anything there. Father thought he saw small pieces of ice floating around, but I couldnot see any myself. There was no big berg. We walked around to the portside, and the ship had then a fair list to port. We stayed there lookingover the side for about five minutes. The list seemed very slowly to beincreasing. 

"We then went down to our rooms on C deck, all of us dressing quickly, putting on all our clothes. We all put on life-preservers, and overthese we put our overcoats. Then we hurried up on deck and walkedaround, looking out at different places until the women were all orderedto collect on the port side. 

SEPARATED FROM PARENTS

"Father and I said good-bye to mother at the top of the stairs on Adeck. She and the maid went right out on A deck on the port side andwe went to the starboard side. As at this time we had no idea the boatwould sink we walked around A deck and then went to B deck. Then wethought we would go back to see if mother had gotten off safely, andwent to the port side of A deck. We met the chief steward of the maindining saloon and he told us that mother had not yet taken a boat, andhe took us to her. 

"Father and mother went ahead and I followed. They went down to B deckand a crowd got in front of me and I was not able to catch them, andlost sight of them. As soon as I could get through the crowd I tried tofind them on B deck, but without success. That is the last time I saw myfather. This was about one half an hour before she sank. I then went tothe starboard side, thinking that father and mother must have gotten offin a boat. All of this time I was with a fellow named Milton C. Long, ofNew York, whom I had just met that evening. 

"On the starboard side the boats were getting away quickly. Some boatswere already off in a distance. We thought of getting into one of theboats, the last boat to go on the forward part of the starboard side, but there seemed to be such a crowd around I thought it unwise to makeany attempt to get into it. He and I stood by the davits of one of theboats that had left. I did not notice anybody that I knew except Mr. Lindley, whom I had also just met that evening. I lost sight of him in afew minutes. Long and I then stood by the rail just a little aft of thecaptain's bridge. 

THOUGHT SHIP WOULD FLOAT

"The list to the port had been growing greater all the time. Aboutthis time the people began jumping from the stern. I thought of jumpingmyself, but was afraid of being stunned on hitting the water. Threetimes I made up my mind to jump out and slide down the davit ropes andtry to make the boats that were lying off from the ship, but each timeLong got hold of me and told me to wait a while. He then sat down andI stood up waiting to see what would happen. Even then we thought shemight possibly stay afloat. 

"I got a sight on a rope between the davits and a star and noticed thatshe was gradually sinking. About this time she straightened up on aneven keel and started to go down fairly fast at an angle of about 30degrees. As she started to sink we left the davits and went back andstood by the rail about even with the second funnel. 

"Long and myself said good-bye to each other and jumped up on the rail. He put his legs over and held on a minute and asked me if I was coming. I told him I would be with him in a minute. He did not jump clear, butslid down the side of the ship. I never saw him again. 

"About five seconds after he jumped I jumped out, feet first. I wasclear of the ship; went down, and as I came up I was pushed away fromthe ship by some force. I came up facing the ship, and one of thefunnels seemed to be lifted off and fell towards me about 15 yards away, with a mass of sparks and steam coming out of it. I saw the ship in asort of a red glare, and it seemed to me that she broke in two just infront of the third funnel. 

"This time I was sucked down, and as I came up I was pushed out againand twisted around by a large wave, coming up in the midst of a greatdeal of small wreckage. As I pushed my hand from my head it touched thecork fender of an over-

{illust. Caption = READING ROOM OF THE TITANIC}

{illust. Caption = Copyright, 1912. International News Service. THESENATORIAL INVESTIGATION--ISMAY ON THE GRILL

J. Bruce Ismay, Managing Director of the........ }

turned life-boat. I looked up and saw some men on the top and asked themto give me a hand. One of them, who was a stoker, helped me up. In ashort time the bottom was covered with about twenty-five or thirty men. When I got on this I was facing the ship. 

{illust. Caption = SKETCHES OF THE TITANIC BY "JACK" THAYER

These sketches were outlined by John B. Thayer, Jr. , on the day of thedisaster, and afterwards filled in by L. D. Skidmon, of Brooklyn. }

"The stern then seemed to rise in the air and stopped at about anangle of 60 degrees. It seemed to hold there for a time and then with ahissing sound it shot right down out of sight with people jumping fromthe stern. The stern either pivoted around towards our boat, or we weresucked towards it, and as we only had one oar we could not keep away. There did not seem to be very much suction and most of us managed tostay on the bottom of our boat. 

"We were then right in the midst of fairly large wreckage, with peopleswimming all around us. The sea was very calm and we kept the boatpretty steady, but every now and then a wave would wash over it. 

SAID THE LORD'S PRAYER

"The assistant wireless operator was right next to me, holding on tome and kneeling in the water. We all sang a hymn and said the Lord'sPrayer, and then waited for dawn to come. As often as we saw the otherboats in a distance we would yell, 'Ship ahoy!' But they could notdistinguish our cries from any of the others, so we all gave it up, thinking it useless. It was very cold and none of us were able to movearound to keep warm, the water washing over her almost all the time. 

"Toward dawn the wind sprang up, roughening up the water and making itdifficult to keep the boat balanced. The wireless man raised our hopesa great deal by telling us that the Carpathia would be up in about threehours. About 3. 30 or 4 o'clock some men on our boat on the bow sightedher mast lights. I could not see them, as I was sitting down with a mankneeling on my leg. He finally got up and I stood up. We had the secondofficer, Mr. Lightoller, on board. We had an officer's whistle andwhistled for the boats in the distance to come up and take us off. 

"It took about an hour and a half for the boats to draw near. Two boatscame up. The first took half and the other took the balance, includingmyself. We had great difficulty about this time in balancing the boat, as the men would lean too far, but we were all taken aboard the alreadycrowded boat, and in about a half or three-quarters of an hour later wewere picked up by the Carpathia. 

"I have noticed Second Officer Lightoller's statement that 'J. B. Thayerwas on our overturned boat, ' which would give the impression that it wasfather, when he really meant it was I, as he only learned my name ina subsequent conversation on the Carpathia, and did not know I was'junior'. "

CHAPTER XVI. INCIDENTS RELATED BY JAMES McGOUGH

WOMEN FORCED INTO THE LIFE-BOATS--WHY SOME MEN WERE SAVED BEFOREWOMEN--ASKED TO MAN LIFE-BOATS

SURROUNDED by his wife and members of his family, James McGough, ofPhiladelphia, a buyer for the Gimbel Brothers, whose fate had been indoubt, recited a most thrilling and graphic picture of the disaster. 

As the Carpathia docked, Mrs. McGough, a brother and several friends ofthe buyer, met him, and after the touching reunion had taken place theparty proceeded to Philadelphia. 

Vivid in detail, Mr. McGough's story differs essentially from one theimagination would paint. He declared that the boat was driving at a highrate of speed at the time of the accident, and seemed impressed by thecalmness and apathy displayed by the survivors as they tossed on thefrozen seas in the little life-boats until the Carpathia picked them up. 

The Titanic did not plunge into the water suddenly, he declared, butsettled slowly into the deep with its hundreds of passengers. 

"The collision occurred at 20 minutes of 12, " said Mr. McGough. "I wassleeping in my cabin when I felt a wrench, not severe or terrifying. 

"It seemed to me to be nothing more serious than the racing of thescrew, which often occurs when a ship plunges her bow deep into a heavyswell, raising the stern out of water. We dressed hurriedly and ran tothe upper deck. There was little noise or tumult at the time. 

"The promenade decks being higher from the base of the ship and thusmore insecure, strained and creaked; so we went to the lower decks. By this time the engines had been reversed, and I could feel the shipbacking off. Officers and stewards ran through the corridors, shoutingfor all to be calm, that there was no danger. We were warned, however, to dress and put life-preservers on us. I had on what clothing I couldfind and had stuffed some money in my pocket. 

PARTING OF ASTOR AND BRIDE

"As I passed the gymnasium I saw Colonel Astor and his young wifetogether. She was clinging to him, piteously pleading that he go intothe life-boat with her. He refused almost gruffly and was attempting tocalm her by saying that all her fears were groundless, that the accidentshe feared would prove a farce. It proved different, however. 

"None, I believe, knew that the ship was about to sink. I did notrealize it just then. When I reached the upper deck and saw tons of icepiled upon our crushed bow the full realization came to me. 

"Officers stood with drawn guns ordering the women into the boats. Allfeared to leave the comparative safety of a broad and firm deck for theprecarious smaller boats. Women clung to their husbands, crying thatthey would never leave without them, and had to be torn away. 

"On one point all the women were firm. They would not enter a Life-boatuntil men were in it first. They feared to trust themselves to the seasin them. It required courage to step into the frail crafts as they swungfrom the creaking davits. Few men were willing to take the chance. Anofficer rushed behind me and shouted:

"'You're big enough to pull an oar. Jump into this boat or we'll neverbe able to get the women off. ' I was forced to do so, though I admitthat the ship looked a great deal safer to me than any small boat. 

"Our boat was the second off. Forty or more persons were crowded intoit, and with myself and members of the crew at the oars, were pulledslowly away. Huge icebergs, larger than the Pennsylvania depot at NewYork, surrounded us. As we pulled away we could see boat after boatfilled and lowered to the waves. Despite the fact that they were newand supposedly in excellent working order, the blocks jammed in manyinstances, tilting the boats, loaded with people, at varying anglesbefore they reached the water. 

BAND CONTINUED PLAYING

"As the life-boats pulled away the officers ordered the bands to play, and their music did much to quell panic. It was a heart-breaking sightto us tossing in an eggshell three-fourths of a mile away, to see thegreat ship go down. First she listed to the starboard, on which side thecollision had occurred, then she settled slowly but steadily, withouthope of remaining afloat. 

"The Titanic was all aglow with lights as if for a function. First wesaw the lights of the lower deck snuffed out. A while later and thesecond deck illumination was extinguished in a similar manner. Then thethird and upper decks were darkened, and without plunging or rocking thegreat ship disappeared slowly from the surface of the sea. 

"People were crowded on each deck as it lowered into the water, hopingin vain that aid would come in time. Some of the life-boats caught inthe merciless suction were swallowed with her. 

"The sea was calm--calm as the water in a tumbler. But it was freezingcold. None had dressed heavily, and all, therefore, suffered intensely. The women did not shriek or grow hysterical while we waited through theawful night for help. We men stood at the oars, stood because therewas no room for us to sit, and kept the boat headed into the swell toprevent her capsizing. Another boat was at our side, but all the otherswere scattered around the water. 

"Finally, shortly before 6 o'clock, we saw the lights of the Carpathiaapproaching. Gradually she picked up the survivors in the other boatsand then approached us. When we were lifted to the deck the women fellhelpless. They were carried to whatever quarters offered themselves, while the men were assigned to the smoking room. 

"Of the misery and suffering which was witnessed on the rescue ship Iknow nothing. With the other men survivors I was glad to remain in thesmoking room until New York was reached, trying to forget the awfulexperience. 

"To us aboard the Carpathia came rumors of misstatements which werebeing made to the public. The details of the wreck were wofullymisunderstood. 

"Let me emphasize that the night was not foggy or cloudy. There was justthe beginning of the new moon, but every star in the sky was shiningbrightly, unmarred by clouds. The boats were lowered from both sides ofthe Titanic in time to escape, but there was not enough for all. 

CHAPTER XVII. WIRELESS OPERATOR PRAISES HEROIC WORK

STORY OF HAROLD BRIDE, THE SURVIVING WIRELESS OPERATOR OF THE TITANIC, WHO WAS WASHED OVERBOARD AND RESCUED BY LIFE-BOAT--BAND PLAYED RAG-TIMEAND "AUTUMN"

ONE of the most connected and detailed accounts of the horrible disasterwas that told by Harold Bride, the wireless operator. Mr. Bride said:

"I was standing by Phillips, the chief operator, telling him to go tobed, when the captain put his head in the cabin. 

"'We've struck an iceberg, ' the captain said, 'and I'm having aninspection made to tell what it has done for us. You better get ready tosend out a call for assistance. But don't send it until I tell you. '

"The captain went away and in ten minutes, I should estimate the time, he came back. We could hear a terrific confusion outside, but there wasnot the least thing to indicate that there was any trouble. The wirelesswas working perfectly. 

"'Send the call for assistance, ' ordered the captain, barely puttinghis head in the door. 

"'What call shall I send?' Phillips asked. 

"'The regulation international call for help. Just that. '

"Then the captain was gone Phillips began to send 'C. Q. D. ' He flashedaway at it and we joked while he did so. All of us made light of thedisaster. 

"The Carpathia answered our signal. We told her our position and said wewere sinking by the head. The operator went to tell the captain, and infive minutes returned and told us that the captain of the Carpathia, wasputting about and heading for us

GREAT SCRAMBLE ON DECK

"Our captain had left us at this time and Phillips told me to run andtell him what the Carpathia had answered. I did so, and I went throughan awful mass of people to his cabin. The decks were full of scramblingmen and women. I saw no fighting, but I heard tell of it. 

"I came back and heard Phillips giving the Carpathia fuller directions. Phillips told me to put on my clothes. Until that moment I forgot that Iwas not dressed. 

"I went to my cabin and dressed. I brought an overcoat to Phillips. Itwas very cold. I slipped the overcoat upon him while he worked. 

"Every few minutes Phillips would send me to the captain with littlemessages. They were merely telling how the Carpathia was coming our wayand gave her speed. 

"I noticed as I came back from one trip that they were putting offwomen and children in life-boats. I noticed that the list forward wasincreasing. 

"Phillips told me the wireless was growing weaker. The captain came andtold us our engine rooms were taking water and that the dynamos mightnot last much longer. We sent that word to the Carpathia. 

"I went out on deck and looked around. The water was pretty close upto the boat deck. There was a great scramble aft, and how poor Phillipsworked through it right to the end I don't know. 

"He was a brave man. I learned to love him that night and I suddenlyfelt for him a great reverence to see him standing there sticking to hiswork while everybody else was raging about. I will never live to forgetthe work of Phillips for the last awful fifteen minutes. 

"I thought it was about time to look about and see if there was anythingdetached that would float. I remembered that every member of the crewhad a special life-belt and ought to know where it was. I rememberedmine was under my bunk. I went and got it. Then I thought how cold thewater was. 

"I remembered I had an extra jacket and a pair of boots, and I put themon. I saw Phillips standing out there still sending away, giving theCarpathia details of just how we were doing. 

"We picked up the Olympic and told her we were sinking by the head andwere about all down. As Phillips was sending the message I strapped hislife-belt to his back. I had already put on his overcoat. Every minutewas precious, so I helped him all I could. 

BAND PLAYS IN RAG-TIME

"From aft came the tunes of the band. It was a rag-time tune, I don'tknow what. Then there was 'Autumn. ' Phillips ran aft and that was thelast I ever saw of him. 

"I went to the place where I had seen a collapsible boat on the boatdeck, and to my surprise I saw the boat and the men still trying to pushit off. I guess there wasn't a sailor in the crowd. They couldn't doit. I went up to them and was just lending a hand when a large wave cameawash of the deck. 

"The big wave carried the boat off. I had hold of a row-lock and I wentoff with it. The next I knew I was in the boat. 

"But that was not all. I was in the boat and the boat was upside downand I was under it. And I remember realizing I was wet through, and thatwhatever happened I must not breathe, for I was under water. 

"I knew I had to fight for it and I did. How I got out from under theboat I do not know, but I felt a breath of air at last. 

"There were men all around me hundreds of them. The sea was dotted withthem, all depending on their life-belts. I felt I simply had to get awayfrom the ship. She was a beautiful sight then. 

"Smoke and sparks were rushing out of her funnel, and there must havebeen an explosion, but we had heard none. We only saw the big stream ofsparks. The ship was gradually turning on her nose just like a duck doesthat goes down for a dive. I had one thing on my mind--to get away fromthe suction. The band was still playing, and I guess they all went down. 

"They were playing 'Autumn' then. I swam with all my might. I suppose Iwas 150 feet away when the Titanic, on her nose, with her after-quartersticking straight up in the air, began to settle slowly. 

"When at last the waves washed over her rudder there wasn't the leastbit of suction I could feel. She must have kept going just as slowly asshe had been. 

"I forgot to mention that, besides the Olympic and Carpathia, we spokesome German boat, I don't know which, and told them how we were. We alsospoke the Baltic. I remembered those things as I began to figure whatships would be coming toward us. 

"I felt, after a little while, like sinking. I was very cold. I saw aboat of some kind near me and put all my strength into an effort to swimto it. It was hard work. I was all done when a hand reached out from theboat and pulled me aboard. It was our same collapsible. 

"There was just room for me to roll on the edge. I lay there, not caringwhat happened. Somebody sat on my legs; they were wedged in betweenslats and were being wrenched. I had not the heart left to ask the manto move. It was a terrible sight all around--men swimming and sinking. 

"I lay where I was, letting the man wrench my feet out of shape. Otherscame near. Nobody gave them a hand. The bottom-up boat already had moremen than it would hold and it was sinking. 

"At first the larger waves splashed over my head and I had to breathewhen I could. 

"Some splendid people saved us. They had a right-side-up boat, and itwas full to its capacity. Yet they came to us and loaded us all into it. I saw some lights off in the distance and knew a steamship was coming toour aid. 

"I didn't care what happened. I just lay, and gasped when I could andfelt the pain in my feet. At last the Carpathia was alongside and thepeople were being taken up a rope ladder. Our boat drew near, and oneb{y} one the men were taken off of it. 

"The way the band kept playing was a noble thing. I heard it first whilewe were working wireless, when there was a rag-time tune for us, andthe last I saw of the band, when I was floating out in the sea, with mylife-belt on, it was still on deck playing 'Autumn. ' How they ever didit I cannot imagine. 

"That and the way Phillips kept sending after the captain told him hislife was his own, and to look out for himself, are two things that standout in my mind over all the rest. "

CHAPTER XVIII. STORY OF THE STEWARD

PASSENGERS AND CREW DYING WHEN TAKEN ABOARD CARPATHIA--ONE WOMAN SAVED ADOG--ENGLISH COLONEL SWAM FOR HOURS WHEN BOAT WITH MOTHER CAPSIZED

SOME of the most thrilling incidents connected with the rescue of theTitanic's survivors are told in the following account given by a mantrained to the sea, a steward of the rescue ship Carpathia:

"At midnight on Sunday, April 14th, I was promenading the deck of thesteamer Carpathia, bound for the Mediterranean and three days out fromNew York, when an urgent summons came to my room from the chief steward, E. Harry Hughes. I then learned that the White Star liner Titanic, the greatest ship afloat, had struck an iceberg and was in seriousdifficulties. 

"We were then already steaming at our greatest power to the scene of thedisaster, Captain Rostron having immediately given orders that every manof the crew should stand by to exert his utmost efforts. Within a veryfew minutes every preparation had been made to receive two or threethousand persons. Blankets were placed ready, tables laid with hot soupsand coffee, bedding, etc. , prepared, and hospital supplies laid outready to attend to any injured. 

"The men were then mustered in the saloon and addressed by the chiefsteward. He told them of the disaster and appealed to them in a fewwords to show the world what stuff Britishers were made of, and to adda glorious page to the history of the empire; and right well did themen respond to the appeal. Every life-boat was manned and ready tobe launched at a moment's notice. Nothing further could be done butanxiously wait and look out for the ship's distress signal. 

"Our Marconi operator, whose unceasing efforts for many hours deservethe greatest possible praise, was unable at this time to get any replyto the urgent inquiries he was sending out, and he feared the worst. 

"At last a blue flare was observed, to which we replied with a rocket. Day was just dawning when we observed a boat in the distance. 

ICEBERG AND FIRST BOAT SIGHTED

"Eastward on the horizon a huge iceberg, the cause of the disaster, majestically reared two noble peaks to heaven. Rope ladders were alreadylowered and we hove to near the life-boat, which was now approaching usas rapidly as the nearly exhausted efforts of the men at the oars couldbring her. 

"Under the command of our chief officer, who worked indefatigably at thenoble work of rescue, the survivors in

{illust. Caption = Above: MAIN STAIRWAY ON TITANIC. TOP E DECK Below:SECOND LANDING. C DECK. GRAND STAIRWAY}

{illust. Caption = MRS. JOHN B. THAYER

Mrs. Thayer and her son were.... }

{illust. Caption = JOHN B. THAYER

Second Vice-President of the... }

the boat were rapidly but carefully hauled aboard and given into thehands of the medical staff under the organization of Dr. McGee. 

"We then learned the terrible news that the gigantic vessel, theunsinkable Titanic, had gone down one hour and ten minutes afterstriking. 

"From this time onward life-boats continued to arrive at frequentintervals. Every man of the Carpathia's crew was unsparing in hisefforts to assist, to tenderly comfort each and every survivor. In all, sixteen boatloads were receives, containing altogether 720 persons, manyin simply their night attire, others in evening dress, as if direct froman after-dinner reception, or concert. Most conspicuous was the coolnessand self-possession, particularly of the women. 

"Pathetic and heartrending incidents were many. There was not a man ofthe rescue party who was not moved almost to tears. Women arrived andfrantically rushed from one gangway to another eagerly scanning thefresh arrivals in the boats for a lost husband or brother. 

A CAPSIZED BOAT

"One boat arrived with the unconscious body of an English colonel. Hehad been taking out his mother on a visit, to three others of her sons. He had succeeded in getting her away in one of the boats and he himselfhad found a place in another. When but a few-yards from the ill-fatedship the boat containing his mother capsized before his eyes. 

"Immediately he dived into the water and commenced a frantic search forher. But in vain. Boat after boat endeavored to take him aboard, but herefused to give up, continuing to swim for nearly three hours untileven his great strength of body and mind gave out and he was hauledunconscious into a passing boat and brought aboard the Carpathia. Thedoctor gives little hope of his recovery. 

"There were, I understand, twelve newly married couples aboard the bigship. The twelve brides have been saved, but of the husbands all but onehave perished. That one would not have been here, had he not been urgedto assist in manning a life-boat. Think of the self-sacrifice of theseeleven heroes, who stood on the doomed vessel and parted from theirbrides forever, knowing full well that a few brief minutes would end allthings for themselves. 

"Many similar pathetic incidents could be related. Sad-eyed women roamaimlessly about the ship still looking vainly for husband, brotheror father. To comfort them is impossible. All human efforts are beingexerted on their behalf. Their material needs are satisfied in everyway. But who can cure a broken heart?

SAVED HER POMERANIAN

"One of the earliest boats to arrive was seen to contain a womantenderly clasping a pet Pomeranian. When assisted to the rope ladder andwhile the rope was being fastened around her she emphatically refused togive up for a second the dog which was evidently so much to her. He isnow receiving as careful and tender attention as his mistress. 

"A survivor informs me that there was on the ship a lady who was takingout a huge great Dane dog. When the boats were rapidly filling sheappeared on deck with her canine companion and sadly entreated that heshould be taken off with her. It was impossible. Human lives, those ofwomen and children, were the first consideration. She was urged to seizethe opportunity to save her own life and leave the dog. She refused todesert him and, I understand, sacrificed her life with him. 

"One elderly lady was bewailing to a steward that she had losteverything. He indignantly replied that she should thank God her lifewas spared, never mind her replaceable property. The reply was pathetic:

"'I have lost everything--my husband, ' and she broke intouncontrollable grief. 

FOUR BOATS ADRIFT HE SAYS

"One incident that impressed me perhaps more than any other was theburial on Tuesday afternoon of four of the poor fellows who succeededin safely getting away from the doomed vessel only to perish later fromexhaustion and exposure as a result of their gallant efforts to bringto safety the passengers placed in their charge in the life-boats. Theywere:

"W. H. Hoyte, Esq. , first class passenger. 

"Abraham Hornner, third class passenger. 

"S. C. Siebert, steward. 

"P. Lyons, sailor. 

"The sailor and steward were unfortunately dead when taken aboard. Thepassengers lived but a few minutes after. They were treated with thegreatest attention. The funeral service was conducted amid profoundsilence and attended by a large number of survivors and rescuers. Thebodies, covered by the national flag, were reverently consigned to themighty deep from which they had been, alas, vainly, saved. 

"Most gratifying to the officers and men of the Carpathia is theconstantly expressive appreciation of the survivors. "

He then told of the meeting of the survivors in the cabin of theCarpathia and of the resolution adopted, a statement of which hasalready been given in another chapter. 

CHAPTER XIX. HOW THE WORLD RECEIVED THE NEWS

NATIONS PROSTRATE WITH GRIEF--MESSAGES FROM KINGS ANDCARDINALS--DISASTER STIRS WORLD TO NECESSITY OF STRICTER REGULATIONS

YOUNG and old, rich and poor were prostrated by the news of thedisaster. Even Wall Street was neglected. Nor was the grief confinedto America. European nations felt the horror of the calamity and sentexpressions of sympathy. President Taft made public cablegrams receivedfrom the King and Queen of England, and the King of Belgium, conveyingtheir sympathy to the American people in the sorrows which have followedthe Titanic disaster. The President's responses to both messages werealso made public. 

The following was the cablegram from King George, dated at Sandringham:

"The Queen and I are anxious to assure you and the American nation ofthe great sorrow which we experienced at the terrible loss of lifethat has occurred among the American citizens, as well as among my ownsubjects, by the foundering of the Titanic. Our two countries areso intimately allied by ties of friendship and brotherhood that anymisfortunes which affect the one must necessarily affect the other, andon the present terrible occasion they are both equally sufferers. 

"GEORGE R. AND I. "

President Taft's reply was as follows:

"In the presence of the appalling disaster to the Titanic the peopleof the two countries are brought into community of grief through theircommon bereavement. The American people share in the sorrow of theirkinsmen beyond the sea. On behalf of my countrymen I thank you for yoursympathetic message. 

 "WILLIAM H. TAFT. "

The message from King Albert of Belgium was as follows:

"I beg Your Excellency to accept my deepest condolences on the occasionof the frightful catastrophe to the Titanic, which has caused suchmourning in the American nation. "

The President's acknowledgment follows:

"I deeply appreciate your sympathy with my fellow-countrymen who havebeen stricken with affliction through the disaster to the Titanic. "

MESSAGE PROM SPAIN

King Alfonso and Queen Victoria sent the following cablegram toPresident Taft:

"We have learned with profound grief of the catastrophe to the Titanic, which has plunged the American nation in mourning. We send you oursincerest condolence, and wish to assure you and your nation of thesentiments of friendship and sympathy we feel toward you. "

A similar telegram was sent to the King of England. 

The many expressions of grief to reach President Taft included onesigned jointly by the three American Cardinals, who were in New Yorkattending the meeting of the trustees of the Catholic University. Itsaid:

"TO THE PRESIDENT OF THE UNITED STATES:

"The archbishops of the country, in joint session with the trustees ofthe Catholic University of America, beg to offer to the President of theUnited States their expression of their profound grief at the awful lossof human lives attendant upon the sinking of the steamship Titanic, andat the same time to assure the relatives of the victims of this horribledisaster of our deepest sympathy and condolence. 

"They wish also to attest hereby to the hope that the law-makers of thecountry will see in this sad accident the obvious necessity of legalprovisions for greater security of ocean travel. 

 "JAMES CARDINAL GIBBONS, " Archbishop of Baltimore. "JOHN CARDINAL FARLEY, " Archbishop of New York. "WILLIAM CARDINAL O'CONNELL, " Archbishop of Boston. 

HOUSE ADJOURNED

Formal tribute to the Titanic's dead was paid by the House ofRepresentatives when it adjourned for twenty-four hours. 

The prayer of the Rev. Henry N. Couden in opening the House session was, in part:

"We thank Thee that though in the ordinary circumstances of lifeselfishness and greed seem to be in the ascendancy, yet in times ofdistress and peril, then it is that the nobility of soul, the Godlike inman, asserts itself and makes heroes. "

The flags on the White House and other Government buildings throughoutthe country were at half-staff. 

ROME MOURNED MAJOR BUTT

A special telegram from Rome stated that one of the victims mostregretted was Major Butt, whose jovial, bright character made manyfriends there. Besides autograph letters from the Pope and CardinalMerry del VaI{sic?} to President Taft, the major had with him a signedphotograph of the Pontiff, given by him personally. 

Cardinal Merry del Val had several conversations with Major Butt, whodeclared that the cardinal was "the first gentleman of Europe. " Shortlybefore he was leaving Rome, regretting that he had not a signed pictureof Cardinal Merry del Val, Major Butt entrusted a friend to ask forone. The cardinal willingly put an autograph dedication on a picture, recalling their pleasant intercourse. 

LONDON NEWSPAPERS CONDEMN LAXITY OF LAW

British indignation, which is not easily excited, was aroused over theknowledge that an antiquated law enables steamship companies to fail toprovide sufficient life-boats to accommodate the passengers and crewof the largest liners in the event of such a disaster as thatwhich occurred to the Titanic. It will be insisted that there be aninvestigation of the loss of life in the Titanic and that the shortageof boats be gone into thoroughly. 

The newspapers commented adversely on the lack of boats and their viewswere emphasized by the knowledge that no attempt has been made to changethe regulations in the face of the fact that the inadequacy of boats insuch an emergency was called to the attention of Parliament at the timeof the collision between the White Star liner Olympic and the cruiserHawke. It was pointed out at this time that German vessels, much smallerin size than the Olympic, carried more boats and also that these boatswere of greater capacity. 

T. W. Moore, Secretary of the Merchant Service Guild, when seen at theguild's rooms in Liverpool, said:

"The Titanic disaster is an example, on a colossal scale, of thepernicious and supine system of officials, as represented by the Boardof Trade. Modern liners are so designed that they have no accommodationsfor more life-boats. Among practical seamen it has long been recognizedthat the modern passenger ship has nothing like adequate boat capacity. 

"The Board of Trade has its own views, and the shipowners also havetheir views, which are largely based upon the economical factor. Thenaval architects have their opinions, but the practical merchant seamanis not consulted. 

"The Titanic disaster is a complete substantiation of the agitation thatour guild has carried on for nearly twenty years against the scheme thathas precluded practical seamen from being consulted with regard to boatcapacity and life-saving appliances. 

HOUSE OF COMMONS INVESTIGATION

Immediate and searching inquiry into the Titanic disaster was promisedon the floor of the House of Commons April 18th, by President SidneyBuxton, of the Board of Trade, which controls all sea-going vessels. 

Buxton, in discussing the utterly inadequate life-saving equipment ofthe big liner, declared that the committee of the board in charge oflife-saving precautions had recently recommended increased life-boats, rafts and life-preservers on all big ships, but that the requirementshad been found unsatisfactory and had not been put in force. He franklyadmitted the necessity for increased equipment without delay. 

The board, he said, was utterly unable to compel the transatlanticvessels to reduce their speed in the contest for "express train" ships. He also said the board could not force ships to take the southerlypassage in the spring to avoid ice. 

The regulations under which the Titanic carried life-boat accommodationsfor only about one-third of her passengers and crew had not been revisedby the committee since 1894. At that time the regulations were made forships of "10, 000 tons or more. " The Titanic's tonnage was 45, 000, forwhich the present requirements are altogether insufficient. 

WORK OF RAISING RELIEF FUNDS PROMPT

Several foreign governments telegraphed to the British Governmentmessages of condolence for the sufferers. The King sent a donation of$2625 to the Mansion House fund. Queen Mary donated $1310 and QueenAlexandra $1000 to the same fund. 

Oscar Hammerstein proffered, and the lord mayor accepted, the use of hisopera house for an entertainment in aid of the fund. 

The Shipping Federation donated $10, 500 to the Mayor of Southampton'sfund, taking care to explain that the White Star Line was not affiliatedwith the Federation. 

Some public institutions also offered to take care of the orphanedchildren of the crew. 

Large firms contributed liberally to the various relief funds, whileCovent Garden and other leading theaters prepared special performancesto aid in the relief work. 

INDIGNANT GERMANY DEMANDS REFORMS

All Germany as well as England was stunned and grieved by the magnitudeof the horror of the Titanic catastrophe. Anglo-German recriminationsfor the moment ceased, as far as the Fatherland was concerned, andprofound and sincere compassion for the nation on whom the blow hadfallen more heavily was the supreme note of the hour. 

The Kaiser, with his characteristic promptitude, was one of the firstto communicate his sympathy by telegraph to King George and to the WhiteStar Line. Admiral Prince Henry of Prussia did likewise, and the firstact of the Reichstag, after reassembling on Tuesday, was to pass astanding vote of condolence with the British people in their distress. 

GERMAN LAWS ALSO INADEQUATE

The German laws, governing the safety appliances on board trans-oceanicvessels, seem to be as archaic and inadequate as those of the BritishBoard of Trade. The maximum provision contained in the German statutesrefers to vessels with the capacity of 50, 000 cubic metres, which mustcarry sixteen life-boats. The law also says that if this number oflife-boats be insufficient to accommodate all the persons on board, including the crew, there shall be carried elsewhere in the vessel acorrespondingly additional number of collapsible life-boats, suitablerafts, floating deck-chairs and life-buoys, as well as a generous supplyof life-belts. 

A vessel of 10, 000 tons was a "leviathan" in the days when the Germanlaw was passed, and it appears to have undergone no change to meet theconditions, imposed by the construction of vessels twice or three times10, 000 tons, like the Hamburg-American Kaiserin Auguste Victoria, or theNorth German Lloyd George Washington, to say nothing of the 50, 000-tonImperator, which is to be added to the Hamburg fleet next year. 

The German lines seem, like the White Star Company, to have reckonedsimply with the practical impossibility of a ship like the Titanicsuccumbing to the elements

PERSONAL ANXIETY

Although Germany's and Berlin's direct interest in the passengers aboardthe Titanic was less than that of London, New York or Paris, there wasthe utmost concern for their fate. 

Ambassador Leishman and other members of the American Embassy wereparticularly interested in hearing about Major "Archie" Butt, who passedthrough Berlin, less than a month before the disaster, en route fromRussia and the Far East. Vice-president John B. Thayer and family, ofPhiladelphia, were also in Berlin a fortnight ago and were guests of theAmerican Consul General and Mrs. Thackara. A score of other lesserknown passengers had recently stayed in Berlin hotels, and it was localfriends or kinsmen of theirs who were in a state of distressing unrestover their fate. 

Their anxiety was aggravated by the old-fogey methods of the Germannewspapers, which are invariably twelve or fifteen hours later thanjournals elsewhere in Europe on world news events. Although New York, London and Paris had the cruel truth with their morning papers onTuesday, it was not until the middle of the forenoon that "extras" madethe facts public in Berlin. 

William T. Stead was well and favorably known in Germany, and his fatewas keenly and particularly mourned. Germans have also noted that manyAmericans of direct Teutonic ancestry or origin were among the shiningmarks in the death list. Colonel John Jacob Astor is claimed as ofGerman, extraction, as well as Isidor Straus, Benjamin Guggenheim, Washington Roebling and Henry B. Harris. All of them had been in Germanyfrequently and had a wide circle of friends and acquaintances. 

Only one well-known resident of Berlin was aboard the Titanic, FrauAntoinette Flegenheim, whose name appears among the rescued. 

CHAPTER XX. BRAVERY OF THE OFFICERS AND CREW

ILLUSTRIOUS CAREER OF CAPTAIN E. J. SMITH--BRAVE TO THELAST--MAINTENANCE OF ORDER AND DISCIPLINE--ACTS OF HEROISM--ENGINEERSDIED AT POSTS--NOBLE-HEARTED BAND

IN the anxious hours of uncertainty, when the air cracked and flashedwith the story of disaster, there was never doubt in the minds of menashore about the master of the Titanic. Captain Smith would bring hisship into port if human power could mend the damage the sea had wrought, or if human power could not stay the disaster he would never come toport. There is something Calvinistic about such men of the old-seabreed. They go down with their ships, of their own choice. 

Into the last life-boat that was launched from the ship Captain Smithwith his own hand lifted a small child into a seat beside its mother. As the gallant, officer performed his simple act of humanity several whowere already in the boat tried to force the captain to join them, but heturned away resolutely toward the bridge. 

That act was significant. Courteous, kindly, of quiet demeanor and softwords, he was known and loved by thousands of travelers. 

When the English firm, A. Gibson & Co. 9 of Liverpool, purchased theAmerican clipper, Senator Weber, in 1869, Captain Smith, then a boy, sailed on her. For seven years he was an apprentice on the SenatorWeber, leaving that vessel to go to the Lizzie Fennell, a square rigger, as fourth officer. From there he went to the old Celtic of the WhiteStar Line as fourth officer and in 1887 he became captain of thatvessel. For a time he was in command of the freighters Cufic and Runic;then he became skipper of the old Adriatic. Subsequently he assumedcommand of the Celtic, Britannic, Coptic (which was in the Australiantrade), Germanic, Baltic, Majestic, Olympic and Titanic, an illustriouslist of vessels for one man to have commanded during his career. 

It was not easy to get Captain Smith to talk of his experiences. He hadgrown up in the service, was his comment, and it meant little to himthat he had been transferred from a small vessel to a big ship and thento a bigger ship and finally to the biggest of them all. 

"One might think that a captain taken from a small ship and put on a bigone might feel the transition, " he once said. "Not at all. The skippersof the big vessels have grown up to them, year after year, through allthese years. First there was the sailing vessel and then what we wouldnow call small ships--they were big in the days gone by--and finally thegiants to-day. "

{illust. Caption = VESSEL WITH BOTTOM OF HULL RIPPED OPEN

A view of the torpedo destroyer Tiger, taken in drydock after hercollision with the Portland Breakwater last September; the damage tothe Tiger, which is plainly shown in the photograph, is of the samecharacter, though on a smaller scale, as that which was done to theTitanic. }

{illust. Caption = A VIEW OF THE OLYMPIC

The sister-ship of the Titanic, showing the damage done to her hull inthe collision with British war vessel, Hawke, in the British Channel. }

DISASTER TO OLYMPIC

Only once during all his long years of service was he in trouble, whenthe Olympic, of which he was in command, was rammed by the Britishcruiser Hawke in the Solent on September 20, 1911. The Hawke camesteaming out of Portsmouth and drew alongside the giantess. According tosome of the passengers on the Olympic the Hawke swerved in the directionof the big liner and a moment later the bow of the Hawke was crunchingsteel plates in the starboard quarter of the Olympic, making athirty-foot hole in her. She was several months in dry dock. 

The result of a naval court inquiry was to put all the blame for thecollision on the Olympic. Captain Smith, in his testimony before thenaval court, said that he was on the bridge when he saw the Hawkeoverhauling him. The Olympic began to draw ahead later or the Hawke dropastern, the captain did not know which. Then the cruiser turned veryswiftly and struck the Olympic at right angles on the quarter. The pilotgave the signal for the Olympic to port, which was to minimize the forceof the collision. The Olympic's engines had been stopped by order of thepilot. 

Up to the moment the Hawke swerved, Captain Smith said, he had noanxiety. The pilot, Bowyer, corroborated the testimony of CaptainSmith. That the line did not believe Captain Smith was at fault, notwithstanding the verdict of the board of naval inquiry, was shown byhis retention as the admiral of the White Star fleet and by his beinggiven the command of the Titanic. 

Up to the time of the collision with the Hawke Captain Smith when askedby interviewers to describe his experiences at sea would say one word, "uneventful. " Then he would add with a smile and a twinkle of his eyes:

"Of course there have been winter gales and storms and fog and the likein the forty years I have been on the seas, but I have never been in anaccident worth speaking of. In all my years at sea (he made this commenta few years ago) I have seen but one vessel in distress. That was a brigthe crew of which was taken off in a boat by my third officer. Inever saw a wreck. I never have been wrecked. I have never been in apredicament that threatened to end in disaster of any sort. "

THE CAPTAIN'S LOVE OF THE SEA

Once the interviewer stopped asking personal questions, Captain Smithwould talk of the sea, of his love for it, how its appeal to him as aboy had never died. 

"The love of the ocean that took me to sea as a boy has never died. " heonce said. "When I see a vessel plunging up and down in the trough ofthe sea, fighting her way through and over great waves, and keeping herkeel and going on and on--the wonder of the thing fills me, how shecan keep afloat and get safely to port. I have never outgrown the wildgrandeur of the sea. "

When he was in command of the Adriatic, which was built before theOlympic, Captain Smith said he did not believe a disaster with loss oflife could happen to the Adriatic. 

"I cannot conceive of any vital disaster happening to the Adriatic, " hesaid. "Modern shipbuilding has gone beyond that. There will be biggerboats. The depth of harbors seems to be the great drawback at present. Icannot say, of course, just what the limit will be, but the largerboat will surely come. But speed will not develop with size, so far asmerchantmen are concerned. 

"The traveling public prefers the large comfortable boat of averagespeed, and anyway that is the boat that pays. High speed eats up moneymile by mile, and extreme high speed is suicidal. There will be highspeed boats for use as transports and a wise government will assiststeamship companies in paying for them, as the English Government isnow doing in the cases of the Lusitania and Mauretania, twenty-five knotboats; but no steamship company will put them out merely as a commercialventure. "

Captain Smith believed the Titanic to be unsinkable. 

BRAVE TO THE LAST

And though the ship turned out to be sinkable, the captain, by many actsof bravery in the face of death, proved that his courage was equal toany test. 

Captain Inman Sealby, commander of the steamer Republic, which was thefirst vessel to use the wireless telegraph to save her passengers in acollision, spoke highly of the commander of the wrecked Titanic, callinghim one of the ablest seamen in the world. 

"I am sure that Captain Smith did everything in his power to savehis passengers. The disaster is one about which he could have had nowarning. Things may happen at sea that give no warning to ships' crewsand commanders until the harm comes. I believe from what I read thatthe Titanic hit an iceberg and glanced off, but that the berg struck herfrom the bottom and tore a great hole. "

Many survivors have mentioned the captain's name and narrated someincident to bring out his courage and helpfulness in the emergency; butit was left to a fireman on board the Titanic to tell the story of hisdeath and to record his last message. This man had gone down with theWhite Star giantess and was clinging to a piece of wreckage for abouthalf an hour before he finally joined several members of the Titanic'scompany on the bottom of a boat which was floating about among otherwreckage near the Titanic. 

Harry Senior, the fireman, with his eight or nine companions indistress, had just managed to get a firm hold in the upturned boat whenthey saw the Titanic rearing preparatory to her final plunge. At thatmoment, according to the fireman's story, Captain Smith jumped into thesea from the promenade deck of the Titanic with a little girl clutchedin his arms. It took only a few strokes to bring him to the upturnedboat, where a dozen hands were stretched out to take the little childfrom his arms and drag him to a point of safety. 

"Captain Smith was dragged onto the upturned boat, " said the fireman. "He had a life-buoy and a life-preserver. He clung there for a momentand then he slid off again. For a second time he was dragged from theicy water. Then he took off his life-preserver, tossed the life-buoyon the inky waters, and slipped into the water again with the words: "Iwill follow the ship. "

OTHER FAITHFUL MEN

Nor was the captain the only faithful man on the ship. Of the manystories told by survivors all seem to agree that both officers and crewbehaved with the utmost gallantry and that they stuck by the ship noblyto the last. 

"Immediately after the Titanic struck the iceberg, " said one ofthe survivors, "the officers were all over the ship reassuring thepassengers and calming the more excitable. They said there was no causefor alarm. When everything was quieted they told us we might go back tobed, as the ship was safe. There was no confusion and many returned totheir beds. 

"We did not know that the ship was in danger until a comparatively shorttime before she sank. Then we were called on deck and the life-boatswere filled and lowered. 

"The behavior of the ship's officers at this time was wonderful. Therewas no panic, no scramble for places in the boats. "

Later there was confusion, and according to most of the passengers'narratives, there were more than fifty shots fired upon the deck byofficers or others in the effort to maintain the discipline. 

FIFTH OFFICER LOWE

A young English woman who requested that her name be omitted told athrilling story of her experience in one of the collapsible boats whichhad been manned by eight of the crew from the Titanic. The boat was incommand of the fifth officer, H. Lowe, whose actions she described assaving the lives of many people. Before the life-boat was launched hepassed along the port deck of the steamer, commanding the people notto jump in the boats, and otherwise restraining them from swampingthe craft. When the collapsible was launched Officer Lowe succeededin putting up a mast and a small sail. He collected the other boatstogether, in some cases the boats were short of adequate crews, and hedirected an exchange by which each was adequately manned. He threw linesconnecting the boats together, two by two, and thus all moved together. Later on he went back to the wreck with the crew of one of the boats andsucceeded in picking up some of those who had jumped overboard and wereswimming about. On his way back to the Carpathia he passed one ofthe collapsible boats which was on the point of sinking with thirtypassengers aboard, most of them in scant night-clothing. They wererescued just in the nick of time. 

ENGINEERS DIED AT POSTS

There were brave men below deck, too. "A lot has been printed in thepapers about the heroism of the officers, " said one survivor, "butlittle has been said of the bravery of the men below decks. I was toldthat seventeen enginemen who were drowned side by side got down on theirknees on the platform of the engine room and prayed until the watersurged up to their necks. Then they stood up, clasped hands so as toform a circle and died together. All of these men helped rake the firesout from ten of the forward boilers after the crash. This delayed theexplosion and undoubtedly permitted the ship to remain afloat nearly anhour longer, and thus saved hundreds of lives. "

In the list of heroes who went down on the Titanic the names of herengineers will have a high place, for not a single engineer was saved. Many of them, no doubt, could not get to the deck, but they had equallyas good a chance as the firemen, sixty-nine of whom were saved. 

The supposition of those who manned the Titanic was that the engineers, working below, were the first to know the desperate character of theTitanic's injury. The watch called the others, and from that time untilthe vessel was ready for her last plunge they were too hard at work tonote more than that there was a constant rise of water in the hull, andthat the pumps were useless. 

It was engineers who kept the lights going, saw to the proper closing ofbulkhead doors and kept the stoke hole at work until the uselessness ofthe task was apparent. Most of them probably died at their post of duty. 

The Titanic carried a force of about sixty engineers, and in additionshe had at least twenty-five "guarantee" engineers, representatives ofHarland and Wolff, the builders, and those who had the contract for theengineering work. This supplementary force was under Archie Frost, thebuilders' chief engineer, and the regular force was under Chief EngineerWilliam Bell, of the White Star Line. 

On the line's ships there is the chief engineer, senior and juniorsecond, senior and junior third, and senior and junior fourth engineers. The men are assigned each to his own task. There are hydraulic, electric, pump and steam packing men, and the "guarantee" engineers, representing the builders and the contractors. 

The duty of the "guarantee" engineers is to watch the working of thegreat engines, and to see that they are tuned up and in working order. They also watch the working of each part of the machinery which hadnothing to do with the actual speed of the ship, principally theelectric light dynamos and the refrigerating plant. 

NOBLE-HEARTED BAND

"But what of the bandsmen? Who were they?"

This question was asked again and again by all who read the story ofthe Titanic's sinking and of how the brave musicians played to the last, keeping up the courage of those who were obliged to go down with theship. 

Many efforts were made to find out who the men were, but little wasmade public until the members of the orchestra of the steamship Celticreached shore for the first time after the disaster. One of theirfirst queries was about the musicians of the Titanic. Their anxiety wasgreater than that of any New Yorker, for the members of the band of theCeltic knew intimately the musicians of the ill-fated liner. 

"Not one of them saved!" cried John S. Carr, 'cellist on the Celtic. "Itdoesn't seem possible they have all gone. 

"We knew most of them well. They were Englishmen, you know--every one ofthem, I think. Nearly all the steamship companies hire their musiciansabroad, and the men interchange between the ships frequently, so we geta chance to know one another pretty well. The musicians for the Titanicwere levied from a number of other White Star ships, but most of the menwho went down with the Titanic had bunked with us at some time. "

"The thing I can't realize is that happy 'Jock' Hume is dead, " exclaimedLouis Cross, a player of the bass viol. "He was the merriest, happiestyoung Scotchman you ever saw. His family have been making musicalinstruments in Scotland for generations. I heard him say once that theywere minstrels in the old days. It is certainly hard to believe that heis not alive and having his fun somewhere in the world. "

At least he helped to make the deaths of many less cruel. 

CHAPTER XXI. SEARCHING FOR THE DEAD

SENDING OUT THE MACKAY-BENNETT AND MINIA--BREMEN PASSENGERS SEEBODIES--IDENTIFYING BODIES--CONFUSION IN NAMES--RECOVERIES

A FEW days after the disaster the cable steamer Mackay-Bennett was sentout by the White Star Line to cruise in the vicinity of the disaster andsearch for missing bodies. 

Two wireless messages addressed to J. Bruce Ismay, president of theInternational Mercantile Marine Company, were received on April 21st atthe offices of the White Star Line from the cable ship Mackay-Bennett, via Cape Race, one of which reported that the steamship Rhein hadsighted bodies near the scene of the Titanic wreck. The first message, which was dated April 20th, read:

"Steamer Rhein reports passing wreckage and bodies 42. 1 north, 49. 13west, eight miles west of three big icebergs. Now making for thatposition. Expect to arrive 8 o'clock to-night. 

 (Signed) "MACKAY-BENNETT. "

The second message read:

"Received further information from Bremen (presumably steamship Bremen)and arrived on ground at 8 o'clock P. M. Start on operation to-morrow. Have been considerably delayed on passage by dense fog. 

 (Signed) "MACKAY-BENNETT. "

After receiving these messages Mr. Ismay issued the following statement:

"The cable ship Mackay-Bennett has been chartered by the White Star Lineand ordered to proceed to the scene of the disaster and do all she couldto recover the bodies and glean all information possible. 

"Every effort will be made to identify bodies recovered, and any newswill be sent through immediately by wireless. In addition to anysuch message as these, the Mackay-Bennett will make a report of itsactivities each morning by wireless, and such reports will be madepublic at the offices of the White Star Line. 

"The cable ship has orders to remain on the scene of the wreck for atleast a week, but should a large number of bodies be recovered beforethat time she will return to Halifax with them. The search for bodieswill not be abandoned until not a vestige of hope remains for any morerecoveries. 

"The Mackay-Bennett will not make any soundings, as they would not serveany useful purpose, because the depth where the Titanic sank is morethan 2000 fathoms. "

On April 22d the first list of twenty-seven names of bodies recoveredwas made public. It contained that of Frederick Sutton, a well-knownmember of the Union League of Philadelphia. It did not contain the nameof any other prominent man who perished, although it was thought thatthe name "George W. Widen" might refer to George D. Widener, son ofP. A. B. Widener, of Philadelphia. The original passenger lists ofthe Titanic did not mention "Widen, " which apparently established theidentity of the body as that of Mr. Widener, who, together with his son, Harry, was lost. 

The wireless message, after listing the names, concluded, "Allpreserved, " presumably referring to the condition of the bodies. 

A number of the names in the list did not check up with the Titanic'spassenger list, which led to the belief that a number of the bodiesrecovered were members of the Titanic's crew. 

MINIA SENT TO ASSIST

At noon, April 23d, there was posted on the bulletin in the White Staroffice this message from the Mackay-Bennett dated Sunday, April 21st:

"Latitude, 41. 58; longitude, 49. 21. Heavy southwest swell has interferedwith operations. Seventy-seven bodies recovered. All not embalmed willbe buried at sea at 8 o'clock to-night with divine service. Can bringonly embalmed bodies to port. "

To Captain Lardner, master of the Mackay-Bennett, P. A. S. Franklin, vice-president of the White Star Line, sent an urgent message askingthat the company be advised at once of all particulars concerning thebodies identified, and also given any information that might lead tothe identification of others. He said it was very important that everyeffort be made to bring all of the bodies possible to port. 

Mr. Franklin then directed A. G. Jones, the Halifax agent of the WhiteStar Line, to charter the Minia and send her to the assistance of theMackay-Bennett. Mr. Jones answered this telegram, and said that theMinia was ready to proceed to sea, but that a southeast gale, whichgenerally brings fog, might delay her departure. She left for Halifax. 

NAMES BADLY GARBLED

On April 24th no wireless message was received from the Mackay-Bennett, but the White Star Line officials and telegraphers familiar with thewireless alphabet were busy trying to reconcile some of the namesreceived with those of persons who went down on the Titanic. That thebody of William T. Stead, the English journalist and author, hadbeen recovered by the Mackay-Bennett, but through a freakish error inwireless transmission the name of another was reported instead, was oneof the theories advanced by persons familiar with the Morse code. 

BREMEN SIGHTED MORE THAN A HUNDRED BODIES

When the German liner Bremen reached New York the account of its havingsighted bodies of the Titanic victims was obtained. 

From the bridge, officers of the ship saw more than a hun-dred bodiesfloating on the sea, a boat upside down, together with a number of smallpieces of wood, steamer chairs and other wreckage. As the cable shipMackay-Bennett was in sight, and having word that her mission was tolook for bodies, no attempt was made by the Bremen's crew to pick up thecorpses. 

In the vicinity was seen an iceberg which answered the description ofthe one the Titanic struck. Smaller bergs were sighted the same day, butat some distance from where the Titanic sank. 

The officers of the Bremen did not care to talk about the tragicspectacle, but among the passengers several were found who gave accountsof the dismal panorama through which their ship steamed. 

Mrs. Johanna Stunke, a first-cabin passenger, described the scene fromthe liner's rail. 

"It was between 4 and 5 o'clock, Saturday, April 20th, " she said, "whenour ship sighted an iceberg off the bow to the starboard. As we drewnearer, and could make out small dots floating around in the sea, afeeling of awe and sadness crept over everyone on the ship. 

"We passed within a hundred feet of the southernmost drift of thewreckage, and looking down over the rail we distinctly saw a numberof bodies so clearly that we could make out what they were wearing andwhether they were men or women. 

"We saw one woman in her night dress, with a baby clasped closely toher breast. Several women passengers screamed and left the rail in afainting condition. There was another woman, fully dressed, with herarms tight around the body of a shaggy dog. 

"The bodies of three men in a group, all clinging to one steamshipchair, floated near by, and just beyond them were a dozen bodies of men, all of them encased in life-preservers, clinging together as though ina last desperate struggle for life. We couldn't see, but imagined thatunder them was some bit of wreckage to which they all clung when theship went down, and which didn't have buoyancy enough to support them. 

"Those were the only bodies we passed near enough to distinguish, butwe could see the white life-preservers of many more dotting the sea, allthe way to the iceberg. The officers told us that was probably theberg hit by the Titanic, and that the bodies and ice had drifted alongtogether. "

Mrs. Stunke said a number of the passengers demanded that the Bremenstop and pick up the bodies, but the officers assured them that they hadjust received a wireless message saying the cable ship Mackay-Bennettwas only two hours away fron{sic} the spot, and was coming for thatexpress purpose. 

Other passengers corroborated Mrs. Stunke. 

THE IDENTIFED{sic} DEAD. 

On April 25th the White Star Line officials issued a corrected list ofthe identified dead. While the corrected list cleared up two or more ofthe wireless confusions that caused so much speculation in the originallist, there still remained a few names that so far as the record of theTitanic showed were not on board that ship when she foundered. 

The new list, however, established the fact that the body of George D. Widener, of Philadelphia, was among those on the Mackay-Bennett, and twoof the bodies were identified as those of men named Butt. 

THE MACKAY-BENNETT RETURNS TO PORT

After completing her search the Mackay-Bennett steamed for Halifax, reaching that port on Tuesday, April 30th. With her flag at half mast, the death ship docked slowly. Her crew manned the rails with baredheads, and on the aft deck were stacked the caskets with the dead. Thevessel carried on board 190 bodies, and announcement was made that 113other bodies had been buried at sea. 

Everybody picked up had been in a life-belt and there were no bulletholes in any. Among those brought to port were the bodies of two women. 

THE MINIA GIVES UP THE SEARCH

When at last the Minia turned her bow toward shore only thirteenadditional bodies had been recovered, making a total of 316 bodies foundby the two ships. 

Further search seemed futile. Not only had the two vessels gonethoroughly over as wide a field as might likely prove fruitful, but, in addition, the time elapsed made it improbable that other bodies, iffound, could be brought to shore. Thus did the waves completely enforcethe payment of their terrible toll. 

{illust. Caption = ISADOR STRAUS

The New York millionaire merchant and philanthropist who lost his lifewhen the giant Titanic foundered at sea after hitting an iceberg. }

{illust. Caption = ICEBERG PHOTOGRAPHED NEAR SCENE OF DISASTER

This photograph shows what is quite... }

LIST OF IDENTIFIED DEAD

Following is a list of those whose identity was wholly or partiallyestablished:

 ASTOR, JOHN JACOB. ADONIS, J. ALE, WILLIAM. ARTAGAVEYTIA, RAMON. ASHE, H. W. ADAHL, MAURITZ. ANDERSON, THOMAS. ADAMS, J. ASPALANDE, CARL. ALLEN, H. ANDERSON, W. Y. ALLISON, H. J. 

 BUTT, W. (seaman). BUTT, W. (may be Major Butt). BUTTERWORTH, ABELJ. BAILEY, G. F. BARKER, E. T. BUTLER, REGINALD. BIRNBAUM, JACOB. BRISTOW, R. C. BUCKLEY, KATHERINE. 

 CHAPMAN, JOHN H. CHAPMAN, CHARLES. CONNORS, P. CLONG, MILTON. COX, DENTON. CAVENDISH, TYRRELL w. CARBINES, W. 

 DUTTON, F. DASHWOOD, WILLIAM. DULLES, W. C. DOUGLAS, W. D. DRAZENOUI, YOSIP (referring probably to Joseph Draznovic). DONATI, ITALO (waiter). 

 ENGINEER, A. E. F. ELLIOTT, EDWARD. 

 FARRELL, JAMES. FAUNTHORPE, H. 

 GILL, J. H. GREENBERG, H. GILINSKI, LESLIE. GRAHAM, GEORGE. GILES, RALPH. GIVARD, HANS C. 

 HANSEN, HENRY D. HAYTOR, A. HAYS, CHALES M. HODGES, H. P. HELL, J. C. HEWITT, T. HARRISON, H. H. HALE, REG. HENDEKERIC, TOZNAI. HINTON, W. HARBECK, W. H. HOLVERDON, A. O. (probably A. M. Halverson of Troy). HOFFMAN, LOUIS M. HINCKLEY, G. Hospital Attendant, no name given. 

 JOHANSEN, MALCOLM. JOHANSEN, ERIC. JOHANSSON, GUSTAF J. JOHANSEN, A. F. JONES, C. C. 

 KELLY, JAMES. 

 LAURENCE, A. LOUCH, CHARLES. LONG, MILTON C. LILLY, A. LINHART, WENZELL. MARRIORTT, W. H. (no such name appears on the list of passengers or crew). MANGIN, MARY. McNAMEE, MRS. N. (probably Miss Elleen McNamee. ) MACK, MRS. MONROE, JEAN. McCAFFRY, THOMAS. MORGAN, THOMAS. MOEN, SEGURD H. 

 NEWELL, T. H. NASSER, NICOLAS. NORMAN, ROBERT D. 

 PETTY, EDWIN H. PARTNER, AUSTIN. PENNY, OLSEN F. POGGI, ----. 

 RAGOZZI, A. BOOTHBY. RICE, J. R. ROBINS, A. ROBINSON, J. M. ROSENSHINE, GEORGE. 

 STONE, J. STEWARD, 76. STOKES, PHILIP J. STANTON, W. 

 STRAUS, ISIDOR. SAGE, WILLIAM. SHEA, ----. SUTTON, FREDERICK. SOTHER, SIMON. SCHEDID, NIHIL. SWANK, GEORGE. SEBASTIANO, DEL CARLO. STANBROCKE, A. 

 TOMLIN, ETNEST P. TALBOT, G. 

 VILLNER, HENDRICK K. VASSILIOS, CATALEVAS (thought to be a confusion of two surnames). VEAR, W. (may be W. J. Ware or W. T. Stead). 

 WIDENER, GEORGE W. WILLIAMS, LESLIE. WIRZ, ALBERT WIKLUND, JACOB A. WAILENS, ACHILLE. WHITE, F. F. WOODY, O. S. WERSZ, LEOPOLD. 

 ZACARIAN, MAURI DER. 

CHAPTER XXII. CRITICISM OF ISMAY

CRIMINAL AND COWARDLY CONDUCT CHARGED--PROPER CAUTION NOT EXERCISED WHENPRESENCE OF ICEBERGS WAS KNOWN--SHOULD HAVE STAYED ON BOARD TO HELPIN WORK OF RESCUE--SELFISH AND UNSYMPATHETIC ACTIONS ON BOARD THECARPATHIA--ISMAY'S DEFENSE--WILLIAM E. CARTER'S STATEMENT

FROM the moment that Bruce Ismay's name was seen among those of thesurvivors of the Titanic he became the object of acrid attacks inevery quarter where the subject of the disaster was discussed. Bittercriticism held that he should have been the last to leave the doomedvessel. 

His critics insisted that as managing director of the White Star Linehis responsibility was greater even than Captain Smith's, and whilegranting that his survival might still be explained, they condemned hisapparent lack of heroism. Even in England his survival was held to bethe one great blot on an otherwise noble display of masculine courage. 

A prominent official of the White Star Line shook his head meaninglywhen asked what he thought of Ismay's escape with the women andchildren. The general feeling seemed to be that he should have stayedaboard the sinking vessel, looking out for those who were left, playingthe man like Major Butt and many another and going down with the shiplike Captain Smith. 

He was also charged with urging a speed record and with ignoringinformation received with regard to icebergs. 

FEELING IN ENGLAND

The belief in England was that the captain of the Carpathia had actedunder Ismay's influence in refusing to permit any account of thedisaster to be transmitted previous to the arrival of the vessel in NewYork. Ismay's telegram making arrangements for the immediate deportationof the survivors among the Titanic's crew was taken to be part of thesame scheme to delay if not to prevent their stories of the wreck frombeing obtained in New York. 

Another circumstance which created a damaging impression was Ismay'sfailure to give the names of the surviving crew, whose distraughtfamilies were entitled to as much consideration as those whose relativesoccupied the most expensive suites on the Titanic. The anguish enduredby the families of members of the crew was reported as indescribable, and Southampton was literally turned into a city of weeping and tragicpathos. The wives of two members of the crew died of shock and suspense. 

CRIED FOR FOOD

Mr. Ismay's actions while on the Carpathia were also criticised asselfish and unwarrantable. 

"For God's sake get me something to eat, I'm starved. I don't care whatit costs or what it is. Bring it to me. "

This was the first statement made by Mr. Ismay a few minutes after hewas landed on the Carpathia. It is vouched for by an officer of theCarpathia who requested that his name be withheld. This officer gaveone of the most complete stories of the events that took place on theCarpathia from the time she received the Titanic's appeal for assistanceuntil she landed the survivors at the Cunard Line pier. 

"Ismay reached the Carpathia in about the seventh life-boat, " said theofficer. "I didn't know who he was, but afterward I heard the othermembers of the crew discussing his desire to get something to eat theminute he put his foot on deck. The steward who waited on him reportedthat Ismay came dashing into the dining room and said. 

"'Hurry, for God's sake, and get me something to eat, I'm starved. Idon't care what it costs or what it is. Bring it to me. '"

"The steward brought Ismay a load of stuff and when he had finishedit he handed the man a two dollar bill. 'Your money is no good on thisship, ' the steward told him. 

"'Take it, ' insisted Ismay. 'I am well able to afford it. I will seeto it that the boys of the Carpathia are well rewarded for this night'swork. '

"This promise started the steward making inquiries as to the identity ofthe man he had waited on. Then we learned that he was Ismay. I did notsee Ismay after the first few hours. He must have kept to his cabin. "

REPLY TO CHARGES

Mr. Ismay's plans had been to return immediately to England, and hehad wired that the steamer Cedric be held for himself and officers andmembers of the crew; but public sentiment and subpoenas of the Senate'sinvestigating committee prevented. In the face of the criticism aimedagainst him Mr. Ismay issued a long statement in which he not onlydisclaimed responsibility for the Titanic's fatal collision, but alsosought to clear himself of blame for everything that happened after thebig ship was wrecked. 

He laid the responsibility for the tragedy on Captain Smith. 

He expressed astonishment that his own conduct in the disaster had beenmade the subject of inquiry. He denied that he gave any order to CaptainSmith. His position aboard was that of any other first cabin passenger, he insisted, and he was never consulted by the captain. He deniedtelling anyone that he wished the ship to make a speed record. Hecalled attention to the routine clause in the instructions to White Starcaptains ordering them to think of safety at all times. He did not dinewith the captain, he said, and when the ship struck the berg, he was notsitting with the captain in the saloon. 

The managing director added that he was in his stateroom when thecollision occurred. He told of helping to send women and children awayin life-boats on the starboard side, and said there was no woman insight on deck when he and William E. Carter, of Bryn Mawr, Pa. , enteredthe collapsible boat--the last small craft left on that side of thevessel. He asserted that he pulled an oar and denied that in sending thethree messages from the Carpathia, urging the White Star officials tohold the Cedric for the survivors of the Titanic's officers and crew, hehad any intention to block investigation of the tragedy. Ismay assertedthat he did not know there was to be an investigation until the Cunarderdocked. 

Mr. William E. Carter, of Bryn Mawr, who, with his family, was saved, confirmed Mr. Ismay's assertions. 

"Mr. Ismay's statement is absolutely correct, " said Mr. Carter. "Therewere no women on the deck when that boat was launched. We were the verylast to leave the deck, and we entered the life-boat because there wereno women to enter it. 

"The deck was deserted when the boat was launched, and Mr. Ismay andmyself decided that we might as well enter the boat and pull away fromthe wreck. If he wants me, I assume that he will write to me. 

"I can say nothing, however, that he has not already said, as ournarratives are identical; the circumstances under which we were rescuedfrom the Titanic were similar. We left the boat together and were pickedup together, and, further than that, we were the very last to leave thedeck. 

"I am ready to go to Washington to testify to the truth of Mr. Ismay'sstatement, and also to give my own account at any time I may be calledupon. If Mr. Ismay writes to me, asking that I give a detailed accountof our rescue I will do so. "

CHAPTER XXIII. THE FINANCIAL LOSS

TITANIC NOT FULLY INSURED--VALUABLE CARGO AND MAIL--NO CHANCE FORSALVAGE--LIFE INSURANCE LOSS--LOSS TO THE CARPATHIA

SO great was the interest in the tragedy and so profound the grief atthe tremendous loss of life that for a time the financial loss wasnot considered. It was, however, the biggest ever suffered by marineinsurance brokers. 

The value of the policy covering the vessel against all ordinary riskswas $5, 000, 000, but the whole of this amount was not insured, becauseBritish and Continental markets were not big enough to swallow it. The actual amount of insurance was $3, 700, 000, of which the ownersthemselves held $750, 000. 

As to the cargo, it was insured by the shippers. The company has nothingto do with the insurance of the cargo, which, according to the company'smanifest, was conservatively estimated at about $420, 000. Cargo, however, was a secondary matter, so far as the Titanic was concerned. The ship was built for high-priced passengers, and what little cargoshe carried was also of the kind that demanded quick transportation. The Titanic's freight was for the most part what is known as high-classpackage freight, consisting of such articles as fine laces, ostrichfeathers, wines, liquors and fancy food commodities. 

LOST MAIL MAY COST MILLIONS

Prior to the sailing of the vessel the postal authorities of Southamptoncabled the New York authorities that 3435 bags of mail matter were onboard. 

"In a load of 3500 bags, " said Postmaster Morgan, of New York, "it isa safe estimate to say that 200 contained registered mail. The size ofregistered mail packages varies greatly, but 1000 packages for eachmail bag should be a conservative guess. That would mean that 200, 000registered packages and letters went down with the Titanic. 

"This does not mean, however, that Great Britain will be heldfinancially responsible for all these losses. There were probablythousands of registered packages from the Continent, and in such casesthe countries of origin will have to reimburse the senders. Moreover, inthe case of money being sent in great quantities, it is usual to insurethe registry over and above the limit of responsibility set by thecountry of origin. 

"Probably if there were any shipping of securities mounting up tothousands of dollars, it will be the insurance companies which will bearthe loss, and not the European post-offices at all. "

In the case of money orders, the postmaster explained, there would beno loss, except of time, as duplicates promptly would be shipped withoutfurther expense. 

The postmaster did not know the exact sum which the various Europeancountries set as the limit of their guarantee in registered mail. InAmerica it is $50. 

Underwriters will probably have to meet heavy claims of passengers forluggage, including jewelry. Pearls of one American woman insured inLondon were valued at $240, 000. 

NO CHANCE FOR SALVAGE

The Titanic and her valuable cargo can never be recovered, said theWhite Star Line officials. 

"Sinking in mid-ocean, at the depth which prevails where the accidentoccurred, " said Captain James Parton, manager of the company, "absolutely precludes any hopes of salvage. "

LIFE INSURANCE LOSS

In the life insurance offices there was much figuring over the lists ofthose thought to be lost aboard the Titanic. Nothing but rough estimatesof the company's losses through the wreck were given out. 

LOSS TO THE CARPATHIA

The loss to the Carpathia, too, was considerable. It is, of course, thehabit of all good steamship lines to go out of their way and cheerfullysubmit to financial loss when it comes to succoring the distressedor the imperiled at sea. Therefore, the Cunard line in extending thecourtesies of the sea to the survivors of the Titanic asked for nothingmore than the mere acknowledgment of the little act of kindness. Thereturn of the Carpathia cost the line close to $10, 000. 

She was delayed on her way to the Mediterranean at least ten days andwas obliged to coal and provision again, as the extra 800 odd passengersshe was carrying reduced her large allowance for her long voyage to theMediterranean and the Adriatic very much. 

CHAPTER XXIV. OPINIONS OF EXPERTS

CAPTAIN E. K. RODEN, LEWIS NIXON, GENERAL GREELY AND ROBERT H. KIRKPOINT OUT LESSONS TAUGHT BY TITANIC DISASTER AND NEEDED CHANGES INCONSTRUCTION

THE tremendous loss of life necessarily aroused a discussion as to thecause of the disaster, and the prevailing opinion seemed to be that thepresent tendency in shipbuilding was to sacrifice safety to luxury. 

Captain Roden, a well-known Swedish navigator, had written an articlemaintaining this theory in the Navy, a monthly service magazine, inNovember, 1910. With seeming prophetic insight he had mentioned theTitanic by name and portrayed some of the dangers to which shipbuildingfor luxury is leading. 

He pointed out that the new steamships, the Olympic and Titanic, wouldbe the finest vessels afloat, no expense being spared to attain everyconceivable comfort for which men or women of means could possiblyask--staterooms with private shower-baths, a swimming pool large enoughfor diving, a ballroom covering an entire upper deck, a gymnasium, elaborate cafes, a sun deck representing a flower garden, and otherluxuries. 

After forcibly pointing out the provisions that should be made for theprotection of life, Captain Roden wrote in conclusion:

"If the men controlling passenger ships, from the ocean liner down tothe excursion barge, were equally disposed to equip their vessels withthe best safety appliances as they are to devise and adopt implementsof comfort and luxury, the advantage to themselves as well as to theirpatrons would be plainly apparent. "

VIEW OF LEWIS NIXON

Lewis Nixon, the eminent naval architect and designer of the battleshipOregon, contributed a very interesting comment. He said in part:

"Here was a vessel presumed, and I think rightly so, to be theperfection of the naval architect's art, yet sunk in a few hours by anaccident common to North Atlantic navigation. 

THE UNSINKABLE SHIP

"An unsinkable ship is possible, but it would be of little use exceptfor flotation. It may be said that vessels cannot be built to withstandsuch an accident. 

"We might very greatly subdivide the forward compartments, where muchspace is lost at best, making the forward end, while amply strong fornavigation purposes, of such construction that it would collapseand take up some of the energy of impact; then tie this to very muchstronger sections farther aft. Many such plans will be proposed by thosewho do not realize the momentum of a great vessel which will snap greatcables like ribbons, when the motion of the vessel is not perceptible tothe eye. 

"The proper plan is to avoid the accident, and if an accident isunavoidable to minimize the loss of life and property. "

VIEW OF ROBERT H. KIRK

The Titanic disaster was discussed by Robert H. Kirk, who installed thecompartment doors in the ships of the United States Navy. Mr. Kirk'sopinion follows:

"The Titanic's disaster will cause endless speculation as to how similardisasters may be avoided in the future. 

BULKHEAD DOORS PROBABLY OPEN

"The Titanic had bulkheads, plenty of them, for the rules of the BritishBoard of Trade and of Lloyds are very specific and require enoughcompartments to insure floating of the ship though several may beflooded. She also had doors in the bulkheads, and probably plenty ofthem, for she was enormous and needed easy access from one compartmentto another. It will probably never be known how _FEW_ of these doorswere closed when she struck the iceberg, but the probability is thatmany were open, for in the confusion attending such a crash the crewshave a multitude of duties to perform, and closing a door with waterrushing through it is more of a task than human muscle and bravery canaccomplish. 

"A Lloyds surveyor in testing one of these hand-operated doors startedtwo men on the main deck to close it. They worked four hours before theyhad carried out his order. If all the doors on the ship had worked asbadly as this one, what would have happened in event of accident?"

MANIA FOR SPEED

General Adolphus W. Greely, U. S. A. , noted American traveler and Arcticexplorer, vehemently denounced the sinking of the Titanic and the lossof over 1600 souls as a terrible sacrifice to the American mania forspeed. He gave his opinion that the Titanic came to grief through anattempt on the part of the steamship management to establish a newrecord by the vessel on her maiden voyage. 

The Titanic, General Greely declared, had absolutely no business aboveCape Race and north of Sable Island on the trip on which she went to herdoom. Choosing the northern route brought about the dire disaster, inhis mind, and it was the saving of three hours for the sake of a newrecord that ended in the collision with the tragic victory for theghostlike monster out of the far north. 

It was the opinion of General Greely, capable of judging after his manytrips in quest of the pole, that neither Captain Smith nor any of hisofficers saw the giant iceberg which encompassed their ruin until theywere right upon it. Then, the ship was plunging ahead at such frightfulvelocity that the Titanic was too close to avert striking the barrierlined up across its path. 

CHAPTER XXV. OTHER GREAT MARINE DISASTERS

DEADLY DANGER OF ICEBERGS--DOZENS OF SHIPS PERISH IN COLLISION--OTHERDISASTERS

THE danger of collision with icebergs has always been one of the mostdeadly that confront the mariner. Indeed, so well recognized is thisperil of the Newfoundland Banks, where the Labrador current in the earlyspring and summer months floats southward its ghostly argosy oficy pinnacles detached from the polar ice caps, that the governmenthydrographic offices and the maritime exchanges spare no pains tocollate and disseminate the latest bulletins on the subject. 

THE ARIZONA

A most remarkable case of an iceberg collision is that of the GuionLiner, Arizona, in 1879. She was then the greyhound of the Atlantic, andthe largest ship afloat--5750 tons except the Great Eastern. Leaving NewYork in November for Liverpool, with 509 souls aboard, she was coursingacross the Banks, with fair weather but dark, when, near midnight, about250 miles east of St. John's, she rammed a monster ice island at fullspeed eighteen knots. Terrific was the impact. 

The welcome word was passed along that the ship, though sorely stricken, would still float until she could make harbor. The vast white terror hadlain across her course, {illust. Caption = THE SHAPE OF AN ICEBERG

Showing the bulk and formation under water and the consequent dangerto vessels even without actual contact with the visible part of theiceberg. }

stretching so far each way that, when described, it was too late toalter the helm. Its giant shape filled the foreground, towering highabove the masts, grim and gaunt and ghastly, immovable as the adamantinebuttresses of a frowning seaboard, while the liner lurched and staggeredlike a wounded thing in agony as her engines slowly drew her back fromthe rampart against which she had flung herself. 

She was headed for St. John's at slow speed, so as not to strain thebulkhead too much, and arrived there thirty-six hours later. That littleport--the crippled ship's hospital--has seen many a strange sight comein from the sea, but never a more astounding spectacle than that whichthe Arizona presented the Sunday forenoon she entered there. 

"Begob, captain!" said the pilot, as he swung himself over the rail. "I've heard of carrying coals to Newcastle, but this is the first timeI've seen a steamer bringing a load of ice into St. John's. "

They are a grim race, these sailors, and, the danger over, the captain'sreply was: "We were lucky, my man, that we didn't all go to the bottomin an ice box. "

DOZENS OF SHIPS PERISH

But to the one wounded ship that survives collision with a berg, a dozenperish. Presumably, when the shock comes, it loosens their bulkheads andthey fill and founder, or the crash may injure the boilers or engines, which explode and tear out the sides, and the ship goes down like aplummet. As long ago as 1841, the steamer President, with 120 peopleaboard, crossing from New York to Liverpool in March, vanished fromhuman ken. In 1854, in the same month, the City of Glasgow leftLiverpool for Philadelphia with 480 souls, and was never again heard of. In February, 1856, the Pacific, from Liverpool for New York, carrying185 persons, passed away down to a sunless sea. In May, 1870, the Cityof Boston, from that port for Liverpool, mustering 191 souls, met asimilar fate. It has always been thought that these ships were sunk bycollision with icebergs or floes. As shipping traffic has expanded, thelosses have been more frequent. In February, 1892, the Naronic, fromLiverpool for New York; in the same month in 1896, the State of Georgia, from Aberdeen for Boston; in February, 1899, the Alleghany, from NewYork for Dover; and once more in February, 1902, the Huronian, fromLiverpool for St. John's--all disappeared without leaving a trace. Between February and May, the Grand Banks are most infested with ice, and collision therewith is' the most likely explanation of the loss ofthese steamers, all well manned and in splendid trim, and meeting onlythe storms which scores of other ships have braved without a scathe. 

TOLL OF THE SEA

Among the important marine disasters recorded since 1866 are thefollowing:

1866, Jan. 11. --Steamer London, on her way to Melbourne, foundered inthe Bay of Biscay; 220 lives lost. 

1866, Oct. 3. --Steamer Evening Star, from New York to New Orleans, foundered; about 250 lives lost. 

1867, Oct. 29. --Royal Mail steamers Rhone and Wye and about fiftyother vessels driven ashore and wrecked at St Thomas, West Indies, by ahurricane; about 1, 000 lives lost. 

1873, Jan. 22. --British steamer Northfleet sunk in collision offDungeness; 300 lives lost

1873, Nov. 23. --White Star liner Atlantic wrecked off Nova Scotia; 547lives lost. 

1873, Nov. 23. --French line Ville du Havre, from New York to Havre, incollision with ship Locharn and sunk in sixteen minutes; 110 lives lost. 

1874, Dec. 24. --Emigrant vessel Cospatrick took fire and sank offAuckland; 476 lives lost. 

1875, May 7. --Hamburg Mail steamer Schiller wrecked in fog on ScillyIslands; 200 lives lost. 

1875, Nov. 4. --American steamer Pacific in collision thirty milessouthwest of Cape Flattery; 236 lives lost. 

1878, March 24. --British training ship Eurydice, a frigate, founderednear the Isle of Wight; 300 lives lost. 

1878, Sept. 3. --British iron steamer Princess Alice sunk in the ThamesRiver; 700 lives lost. 

1878, Dec. 18. --French steamer Byzantin sunk in collision in theDardanelles with the British steamer Rinaldo; 210 lives lost. 

1879, Dec. 2. --Steamer Borussia sank off the coast of Spain; 174 liveslost. 

1880, Jan. 31. --British trading ship Atlanta left Bermuda with 290 menand was never heard from. 

1881, Aug. 30. --Steamer Teuton wrecked off the Cape of Good Hope; 200lives lost. 

1883, July 3. --Steamer Daphne turned turtle in the Clyde; 124 liveslost. 

1884, Jan. 18. --American steamer City of Columbus wrecked off Gay HeadLight, Massachusetts; 99 lived lost. 

1884, July 23. --Spanish steamer Gijon and British steamer Lux incollision off Finisterre; 150 lives lost. 

1887, Jan. 29. --Steamer Kapunda in collision with bark Ada Melore offcoast of Brazil; 300 lives lost. 

1887, Nov. 15. --British steamer Wah Young caught fire between Canton andHong Kong; 400 lives lost. 

1888, Sept. 13. --Italian steamship Sud America and steamer La France incollision near the Canary Islands; 89 lives lost. 

1889, March 16. --United States warships Trenton, Vandalia and Nipsic andGerman ships Adler and Eber wrecked on Samoan Islands; 147 lives lost. 

1890, Jan. 2. --Steamer Persia wrecked on Corsica; 130 lives lost. 

1890, Feb. 17. --British steamer Duburg wrecked in the China Sea; 400lives lost. 

1890, March 1. --British steamship Quetta foundered in Torres Straits;124 lives lost. 

1890, Dec. 27. --British steamer Shanghai burned in China Seas; 101 liveslost. 

1891, March 17. --Anchor liner Utopia in collision with British steamerAnson off Gibraltar and sunk; 574 lives lost. 

1892, Jan. 13. --Steamer Namehow wrecked in China Sea; 414 lives lost. 

1892, Oct. 28. --Anchor liner Romania, wrecked off Portugal; 113 liveslost. 

1893, Feb. 8. --Anchor liner Trinairia, wrecked off Spain; 115 liveslost. 

1894, June 25. --Steamer Norge, wrecked on Rockall Reef, in the NorthAtlantic; nearly 600 lives lost. 

1895, Jan. 30. --German steamer Elbe sunk in collision with Britishsteamer Crathie in North Sea; 335 lives lost. 

1898, July 4. --French line steamer La Bourgogne in collision withBritish sailing vessel Cromartyshire; 571 lives lost. 

1898, Nov. 27. --American steamer Portland, wrecked off Cape Cod, Mass. ;157 lives lost. 

1901, April 1. --Turkish transport Aslam wrecked in the Red Sea; over 180lives lost. 

1902, July 21. --Steamer Primus sunk in collision with the steamer Hansaon the Lower Elbe; 112 lives lost. 

1903, June 7. --French steamer Libau sunk in collision with steamerInsulerre near Marseilles; 150 lives lost. 

1904, June 15. General Slocum, excursion steamboat, took fire goingthrough Hell Gate, East River; more than 1000 lives lost. 

1906, Jan. 21. --Brazilian battleship Aquidaban sunk near Rio Janeiro byan explosion of the powder magazines; 212 lives lost. 

1906, Jan. 22. --American steamer Valencia lost off Cloose, PacificCoast; 140 lives lost. 

1906, Aug. 4. --Italian emigrant ship Sirio struck a rock off Cape Palos;350 lives lost. 

1906, Oct. 21. --Russian steamer Variag, on leaving Vladivostock, struckby a torpedo and sunk; 140 lives lost. 

1907, Feb. 12. --American steamer Larchmond sunk in collision off RhodeIsland coast; 131 lives lost. 

1907, July 20. --American steamers Columbia and San Pedro collided on theCalifornian coast; 100 lives lost. 

1907, Nov. 26. --Turkish steamer Kaptain foundered in the North Sea; 110lives lost. 

1908, March 23. --Japanese steamer Mutsu Maru sunk in collision nearHakodate; 300 lives lost. 

1908, April 30. --Japanese training cruiser Matsu Shima sunk off thePescadores owing to an explosion; 200 lives lost. 

1909, Jan. 24. --Collision between the Italian steamer Florida and theWhite Star liner Republic, about 170 miles east of New York during afog; a large number of lives were saved by the arrival of the steamerBaltic, which received the "C. Q. D. , " or distress signal sent up bywireless by the Republic January 22. The Republic sank while beingtowed; 6 lives lost. 

1910, Feb. 9. --French line steamer General Chanzy off Minorca; 200 liveslost. 

1911, Sept. 25. --French battleship Liberte sunk by explosion in Toulonharbor; 223 lives lost. 

CHAPTER XXVI. DEVELOPMENT OF SHIPBUILDING

EVOLUTION OF WATER TRAVEL--INCREASES IN SIZE OF VESSELS--IS THERE ANYLIMIT?--ACHIEVEMENTS IN SPEED--TITANIC NOT THE LAST WORD. 

THE origin of travel on water dates back to a very early period in humanhistory, men beginning with the log, the inflated skin, the dug-outcanoe, and upwards through various methods of flotation; while thepaddle, the oar, and finally the sail served as means of propulsion. This was for inland water travel, and many centuries passed before thenavigation of the sea was dreamed of by adventurous mariners. 

The paintings and sculptures of early Egypt show us boats built of sawnplanks, regularly constructed and moved both by oars and sails. Ata later period we read of the Phoenicians, the most daring andenterprising of ancient navigators, who braved the dangers of the opensea, and are said by Herodotus to have circumnavigated Africa as earlyas 604 B. C. Starting from the Red Sea, they followed the eastcoast, rounded the Cape, and sailed north along the west coast tothe Mediterranean, reaching Egypt again in the third year of thisenterprise. 

The Carthaginians and Romans come next in the history of shipbuilding, confining themselves chiefly to the Mediterranean, and using oars asthe principal means of propulsion. Their galleys ranged from one to fivebanks of oars. The Roman vessels in the first Punic war were over 100feet long and had 300 rowers, while they carried 120 soldiers. They didnot use sails until about the beginning of the fourteenth century B. C. 

Portugal was the first nation to engage in voyages of discovery, usingvessels of small size in these adventurous journeys. Spain, which soonbecame her rival in this field, built larger ships and long held thelead. Yet the ships with which Columbus made the discovery of Americawere of a size and character in which few sailors of the present daywould care to venture far from land. 

England was later in coming into the field of adventurous navigation, being surpassed not only by the Portuguese and Spanish, but by theDutch, in ventures to far lands. 

Europe long held the precedence in shipbuilding and enterprise innavigation, but the shores of America had not long been settled beforethe venturous colonists had ships upon the seas. The first of these wasbuilt at the mouth of the Kennebec River in Maine. This was a staunchlittle two-masted vessel, which was named the Virginia, supposed to havebeen about sixty feet long and seventeen feet in beam. Next in time camethe Restless, built in 1614 or 1615 at New York, by Adrian Blok, a Dutchcaptain whose ships had been burned while lying at Manhattan Island. This vessel, thirty-eight feet long and of eleven feet beam, wasemployed for several years in exploring the Atlantic coast. 

With the advent of the nineteenth century a new ideal in navalarchitecture arose, that of the ship moved by steam-power instead ofwind-power, and fitted to combat with the seas alike in storm and calm, with little heed as to whether the wind was fair or foul. The steamshipappeared, and grew in size and power until such giants of the wave asthe Titanic and Olympic were set afloat. To the development of thismodern class of ships our attention must now be turned. 

As the reckless cowboy of the West is fast becoming a thing of the past, so is the daring seaman of fame and story. In his place is coming aclass of men miscalled sailors, who never reefed a sail or coiled acable, who do not know how to launch a life-boat or pull an oar, andin whose career we meet the ridiculous episode of the life-boats of theTitanic, where women were obliged to take the oars from their hands androw the boats. Thus has the old-time hero of the waves been transformedinto one fitted to serve as a clown of the vaudeville stage. 

The advent of steam navigation came early in the nineteenth century, though interesting steps in this direction were taken earlier. No soonerwas the steam-engine developed than men began to speculate on it as amoving power on sea and land. Early among these were several Americans, Oliver Evans, one of the first to project steam railway travel, andJames Rumsey and John Fitch, steamboat inventors of early date. Therewere several experimenters in Europe also, but the first to produce apractical steamboat was Robert Fulton, a native of Pennsylvania, whosesuccessful boat; the Clermont, made its maiden trip up the Hudson in1807. A crude affair was the Clermont, with a top speed of about sevenmiles an hour; but it was the dwarf from which the giant steamers ofto-day have grown. 

Boats of this type quickly made their way over the American rivers andbefore 1820 regular lines of steamboats were running between England andIreland. In 1817 James Watt, the inventor of the practical steam-engine, crossed in a steamer from England to Belgium. But these short voyageswere far surpassed by an American enterprise, that of the first oceansteamship, the Savannah, which crossed the Atlantic from Savannah toLiverpool in 1819. 

Twelve years passed before this enterprise was repeated, the next steamvoyage being in 1831, when the Royal William crossed from Quebec toEngland. She used coal for fuel, having utilized her entire hold tostore enough for the voyage. The Savannah had burned pitch-pine underher engines, for in America wood was long used as fuel for steam-makingpurposes. As regards this matter, the problem of fuel was of leadingimportance, and it was seriously questioned if a ship could be built tocross the Atlantic depending solely upon steam power. Steam-engines inthose days were not very economical, needing four or five times as muchfuel for the same power as the engines of recent date. 

It was not until 1838 that the problem was solved. On April 23d of thatyear a most significant event took place. Two steamships dropped anchorin the harbor of New York, the Sirius and the Great Western. Both ofthese had made the entire voyage under steam, the Sirius, in eighteenand a half and the Great Western in fourteen and a half days, measuringfrom Queenstown. The Sirius had taken on board 450 tons of coal, but allthis was burned by the time Sandy Hook was reached, and she had to burnher spare spars and forty-three barrels of rosin to make her way up thebay. The Great Western, on the contrary, had coal to spare. 

Two innovations in shipbuilding were soon introduced. These were thebuilding of iron instead of wooden ships and the replacing of the paddlewheel by the screw propeller. The screw-propeller was first successfullyintroduced by the famous Swede, John Ericsson, in 1835. His propellerwas tried in a small vessel, forty-five feet long and eight wide, whichwas driven at the rate of ten miles an hour, and towed a large packetship at fair speed. Ericsson, not being appreciated in England, cameto America to experiment. Other inventors were also at work in the sameline. 

Their experiments attracted the attention of Isambard Brunel, one ofthe greatest engineers of the period, who was then engaged in buildinga large paddle-wheel steamer, the Great Britain. Appreciating the newidea, he had the engines of the new ship changed and a screw propellerintroduced. This ship, a great one for the time, 322 feet long and of3443 tons, made her first voyage from Liverpool to New York in 1845, heraverage speed being 12 1/4 knots an hour, the length of the voyage 14days and 21 hours. 

By the date named the crossing of the Atlantic by steamships had becomea common event. In 1840 the British and Royal Mail Steam Packet Companywas organized, its chief promoter being Samuel Cunard, of Halifax, NovaScotia, whose name has long been attached to this famous line. 

The first fleet of the Cunard Line comprised four vessels, theBritannia, Acadia, Caledonia and Columbia. The Unicorn, sent out by thiscompany as a pioneer, entered Boston harbor on June 2, 1840, being thefirst steamship from Europe to reach that port. Regular trips began withthe Britannia, which left Liverpool on July 4, 1840. For a number ofyears later this line enjoyed a practical monopoly of the steam carryingtrade between England and the United States. Then other companies cameinto the field, chief among them being the Collins Line, started in1849, and of short duration, and the Inman Line, instituted in 1850. 

We should say something here of the comforts and conveniences providedfor the passengers on these early lines. They differed strikinglyfrom those on the leviathans of recent travel and were little, if any, superior to those on the packet ships, the active rivals at that dateof the steamers. Then there were none of the comfortable smoking rooms, well-filled libraries, drawing rooms, electric lights, and other modernimprovements. The saloons and staterooms were in the extreme after partof the vessel, but the stateroom of that day was little more than acloset, with two berths, one above the other, and very little standingroom between these and the wall. By paying nearly double fare apassenger might secure a room for himself, but the room given himdid not compare well even with that of small and unpretentious modernsteamers. 

Other ocean steamship companies gradually arose, some of which are stillin existence. But no especial change in ship-building was introduceduntil 1870, when the Oceanic Company, now known as the White Star Line, built the Britannic and Germanic. These were the largest of its earlyships. They were 468 feet long and 35 feet wide, constituting a new typeof extreme length as compared with their width. In the first White Starship, the Oceanic, the improvements above mentioned were introduced, thesaloons and staterooms being brought as near as possible to the centerof the ship. All the principal lines built since that date have followedthis example, thus adding much to the comfort of the first-classpassengers. 

Speed and economy in power also became features of importance, thetubular boiler and the compound engine being introduced. These havedeveloped into the cylindrical, multitubular boiler and the tripleexpansion engine, in which a greater percentage of the power of thesteam is utilized and four or five times the work obtained from coalover that of the old system. The side-wheel was continued in use in theolder ships until this period, but after 1870 it disappeared. 

It has been said that the life of iron ships, barring disasters at sea, is unlimited, that they cannot wear out. This statement has not beentested, but the fact remains that the older passenger ships have goneout of service and that steel has now taken the place of iron, aslighter and more durable. 

Something should also be said here of the steam turbine engine, recentlyintroduced in some of the greatest liners, and of proven value inseveral particulars, an important one of these being the doing away withthe vibration, an inseparable accompaniment of the old style engines. The Olympic and Titanic engines were a combination of the turbine andreciprocating types. In regard to the driving power, one of the recentintroductions is that of the multiple propeller. The twin screw wasfirst applied in the City of New York, of the Inman line, and enabledher to make in 1890 an average speed of a little over six days from NewYork to Queenstown. The best record up to October, 1891, was that of theTeutonic, of five days, sixteen hours, and thirty minutes. Triple-screwpropellers have since then been introduced in some of the greater ships, and the record speed has been cut down to the four days and ten hours ofthe Lusitania in 1908 and the four days, six hours and forty-one minutesof the Mauretania in 1910. 

The Titanic was not built especially for speed, but in every other wayshe was the master product of the shipbuilders' art. Progress throughthe centuries has been steady, and perhaps the twentieth century willprepare a vessel that will be unsinkable as well as magnificent. Untilthe fatal accident the Titanic and Olympic were considered the lastwords on ship-building; but much may still remain to be spoken. 

CHAPTER XXVII. SAFETY AND LIFE-SAVING DEVICES

WIRELESS TELEGRAPHY--WATER-TIGHT BULKHEADS--SUBMARINESIGNALS--LIFE-BOATS AND RAFTS--NIXON'S PONTOON--LIFE-PRESERVERS ANDBUOYS--ROCKETS

THE fact that there are any survivors of the Titanic left to tell thestory of the terrible catastrophe is only another of the hundreds ofinstances on record of the value of wireless telegraphy in saving lifeon shipboard. Without Marconi's invention it is altogether probable thatthe world would never have known of the nature of the Titanic's fate, for it is only barely within the realm of possibility that any of theTitanic's passengers' poorly clad, without proper provisions of food andwater, and exposed in the open boats to the frigid weather, would havesurvived long enough to have been picked up by a transatlantic liner inignorance of the accident to the Titanic. 

Speaking (since the Titanic disaster) of the part which wirelesstelegraphy has played in the salvation of distressed ships, GuglielmoMarconi, the inventor of this wonderful science, has said:

"Fifteen years ago the curvature of the earth was looked upon as theone great obstacle to wireless telegraphy. By various experiments inthe Isle of Wight and at St. John's I finally succeeded in sending theletter S 2000 miles. 

"We have since found that the fog and the dull skies in the vicinity ofEngland are exceptionally favorable for wireless telegraphy. "

Then the inventor told of wireless messages being transmitted 2500miles across the Abyssinian desert, and of preparation for similarachievements. 

"The one necessary requirement for continued success is that governmentskeep from being enveloped in political red tape, " said he. 

"The fact that a message can be flashed across the wide expanse of oceanin ten minutes has exceeded my fondest expectations. Some idea of theprogress made may be had by citing the fact that in eleven years therange of wireless telegraphy has increased from 200 to 3000 miles. 

"Not once has wireless telegraphy failed in calling and securing helpon the high seas. A recognition of this is shown in the attitude of theUnited States Government in compelling all passenger-carrying vesselsentering our ports to be equipped with wireless apparatus. "

Of the Titanic tragedy, Marconi said:

"I know you will all understand when I say that I entertain a deepfeeling of gratitude because of the fact that wireless telegraphy hasagain contributed to the saving of life. "

WATER-TIGHT BULKHEADS

One of the most essential factors in making ships safe is theconstruction of proper bulkheads to divide a ship into water-tightcompartments in case of injury to her hull. Of the modern means offorming such compartments, and of the complete and automatic devices foroperating the watertight doors which connect them, a full explanationhas already been given in the description of the Titanic's physicalfeatures, to which the reader is referred. A wise precaution usuallytaken in the case of twin and triple screw ships is to arrange thebulkheads so that each engine is in a separate compartment, as is alsoeach boiler or bank of boilers and each coal bunker. 

SUBMARINE SIGNALS

Then there are submarine signals to tell of near-by vessels or shores. This signal arrangement includes a small tank on either side of thevessel, just below the water line. Within each is a microphone withwires leading to the bridge. If the vessel is near any other orapproaching shore, the sounds; conveyed through the water from thedistant object are heard through the receiver of the microphone. Thesearrangements are called the ship's ears, and whether the sounds comefrom one side of the vessel or the other, the officers can tell thelocation of the shore or ship near by. If both ears record, the objectis ahead. 

LIFEBOATS AND RAFTS

The construction of life-boats adapts them for very rough weather. The chief essentials, of course, are ease in launching, strength inwithstanding rough water and bumping when beached; also strength towithstand striking against wreckage or a ship's side; carrying capacityand lightness. Those carried on board ship are lighter than those usedin life-saving service on shore. Safety is provided by air-tight tankswhich insure buoyancy in case the boat is filled with water. Theyhave also self-righting power in case of being overturned; likewiseself-emptying power. Life-boats are usually of the whaleboat type, withcopper air-tight tanks along the side beneath the thwarts, and in theends. 

Life-boats range from twenty-four to thirty feet in length and carryfrom thirty to sixty persons. The rafts carry from twenty to fortypersons. The old-fashioned round bar davits can be got for $100 to $150a set. The new style davits, quick launchers in type, come as low as$400 a set. 

According to some naval constructors, an ocean steamship can carry indavits enough boats to take care of all the passengers and crew, itbeing simply a question as to whether the steamship owners are willingto take up that much deck room which otherwise would be used forlounging chairs or for a promenade. 

Nowadays all life-boats are equipped with air tanks to prevent sinking, with the result that metal boats are as unsinkable as wooden ones. Themetal boats are considered in the United States Navy as superior towooden ones, for several reasons: They do not break or collapse; theydo not, in consequence of long storage on deck, open at the seams andthereby spring a leak; and they are not eaten by bugs, as is the casewith wooden boats. 

Comparatively few of the transatlantic steamships have adopted metallife-boats. Most of the boats are of wood, according to the officialUnited States Government record of inspection. The records show that aconsiderable proportion of the entire number of so-called "life-boats"carried by Atlantic Ocean liners are not actually life-boats at all, but simply open boats, without air tanks or other special equipment orconstruction. 

{illust. Caption = CHAMBERS COLLAPSIBLE LIFE RAFT}

Life-rafts are of several kinds. They are commonly used on largepassenger steamers where it is difficult to carry sufficient life-boats. In most cases they consist of two or more hollow metal or inflatedrubber floats which support a wooden deck. The small rafts are suppliedwith life-lines and oars, and the larger ones with life-lines only, orwith life-lines and sails. 

The collapsible feature of the Chambers raft consists of canvas-coveredsteel frames extending up twenty-five inches from the sides to preventpassengers from being pitched off. When the rafts are not in use theseside frames are folded down on the raft. 

The collapsible rafts are favored by the ship-owners because such boatstake up less room; they do not have to be carried in the davits, andthey can be stowed to any number required. Some of the German linesstack their collapsible rafts one above another on deck. 

NIXON'S PONTOON

Lewis Nixon, the well-known ship designer, suggests the construction ofa pontoon to be carried on the after end of the vessel and to be made ofsectional air-tight compartments. One compartment would accommodatethe wireless outfit. Another compartment would hold drinking water, andstill another would be filled with food. 

The pontoon would follow the line of the ship and seem to be a part ofit. The means for releasing it before the sinking of the vessel presentno mechanical problem. It would be too large and too buoyant to besucked down with the wreck. 

The pontoon would accommodate, not comfortably but safely, all those whofailed to find room in the life-boats. 

It is Mr. Nixon's plan to instal a gas engine in one of thecompartments. With this engine the wireless instrument would remain incommission and direct the rescuers after the ship itself had gone down. 

LIFE PRESERVERS AND BUOYS

Life-preservers are chiefly of the belt or jacket type, made to fitabout the body and rendered buoyant by slabs of cork sewed into thegarment, or by rubber-lined air-bags. The use of cork is usuallyconsidered preferable, as the inflated articles are liable to injury, and jackets are preferable to belts as they can be put on more quickly. 

Life-buoys are of several types, but those most common are of the ringtype, varying in size from the small one designed to be thrown by handto the large hollow metal buoy capable of supporting several people. The latter are usually carried by sea-going vessels and are fitted withlamps which are automatically lighted when the buoy is dropped into thewater. 

ROCKETS

American ocean-going steamers are required to have some approved meansof firing lines to the shore. Cunningham rockets and the Hunt gun arelargely used. The inaccuracy of the rocket is of less importance whenfired from a ship than when fired from shore. 

CHAPTER XXVIII. TIME FOR REFLECTION AND REFORMS

SPEED AND LUXURY OVEREMPHASIZED--SPACE NEEDED FOR LIFE-BOATS DEVOTED TOSWIMMING POOLS AND SQUASH-COURTS--MANIA FOR SPEED RECORDS COMPELS USE OFDANGEROUS ROUTES AND PREVENTS PROPER CAUTION IN FOGGY WEATHER--LIFEMORE VALUABLE THAN LUXURY--SAFETY MORE IMPORTANT THAN SPEED--AN AROUSEDPUBLIC OPINION NECESSARY--INTERNATIONAL CONFERENCE RECOMMENDED--ADEQUATELIFE-SAVING EQUIPMENT SHOULD BE COMPULSORY--SPEED REGULATIONS IN BADWEATHER--COOPERATION IN ARRANGING SCHEDULES TO KEEP VESSELS WITHIN REACHOF EACH OTHER--LEGAL REGULATIONS

IT is a long time since any modern vessel of importance has gone downunder Nature's attack, and in general the floating city of steel laughsat the wind and waves. She is not, however, proof against disaster. Thedanger lies in her own power--in the tens of thousands of horse powerwith which she may be driven into another ship or into an icebergstanding cold and unyielding as a wall of granite. In view of thisfact it is of the utmost importance that present-day vessels should bethoroughly provided with the most efficient life-saving devices. Thesewould seem more important than fireplaces, squash-courts and many otherluxuries with which the Titanic was provided. The comparatively fewsurvivors of the ill-fated Titanic were saved by the life-boats. Thehundreds of others who went down with the vessel perished because therewere no life-boats to carry them until rescue came. 

SURVIVORS URGE REFORM

The survivors urge the need of reform. In a resolution drawn up afterthe disaster they said:

"We feel it our duty to call the attention of the public to what weconsider the inadequate supply of life-saving appliances provided forthe modern passenger steamships and recommend that immediate stepsbe taken to compel passenger steamers to carry sufficient boats toaccommodate the maximum number of people carried on board. The followingfacts were observed and should be considered in this connection: Theinsufficiency of life-boats, rafts, etc. ; lack of trained seamen to mansame (stokers, stewards, etc. , are not efficient boat handlers);not enough officers to carry out emergency orders on the bridge andsuperintend the launching and control of life-boats; the absence ofsearch lights. 

"The Board of Trade allows for entirely too many people in each boat topermit the same to be properly handled. On the Titanic the boat deck wasabout seventy-five feet from the water and consequently the passengerswere required to embark before lowering the boats, thus endangering theoperation and preventing the taking on of the maximum number theboats would hold. Boats at all times should be properly equipped withprovisions, water, lamps, compasses, lights, etc. Life-saving boatdrills should be more frequent and thoroughly carried out and officersshould be armed at both drills. There should be greater reduction ofspeed in fog and ice, as damage if collision actually occurs is liableto be less. 

INTERNATIONAL CONFERENCE RECOMMENDED

"In conclusion we suggest that an international conference be called torecommend the passage of identical laws providing for the safety of allat sea, and we urge the United States Government to take the initiativeas soon as possible. "

That ocean liners take chances with their passengers, though known tothe well informed, is newly revealed and comes with a shock of surpriseand dismay to most people. If boats are unsinkable as well as fireproofthere is no need of any life-boats at all. But no such steamship hasever been constructed. 

That it is realized that life-boats may be necessary on the best andnewest steamships is proved by the fact that they carry them even beyondthe law's requirements. But if life-boats for one-third of those on theship are necessary, life-boats for all on board are equally necessary. The law of the United States requires this, but the law and traderegulations of England do not, and these controlled the Titanic andcaused the death of over sixteen hundred people. 

True, a steamship is rarely crowded to her capacity, and ordinarilyaccommodations in life-boats for a full list would not be needed. Butthat is no argument against maximum safety facilities, for when disastercomes it comes unexpectedly, and it might come when every berthwas occupied. So there must be life-boats for use in every possibleemergency. Places must be found for them and methods for handling thempromptly. 

Suppose a vessel to be thus equipped, would safety be insured? In calmweather such as the Titanic had, yes, for all that would be needed wouldbe to keep the small boats afloat until help came. The Titanic couldhave saved everyone aboard. In heavy weather, no. As at presentarranged, if a vessel has a list, or, in non-nautical language, hastipped over on one side, only the boats upon the lower side can bedropped, for they must be swung clear of the vessel to be lowered fromthe davits. 

So there is a problem which it is the duty of marine designers to solve. They have heretofore turned their attention to the invention of somenew contrivance for comfort and luxury. Now let them grasp the far moreimportant question of taking every soul from a sinking ship. They cando it, and while they are about it, it would be well to supplementlife-boats with other methods. 

We like to think and to say that nothing is impossible in these daysof ceaseless and energetic progress. Certainly it is possible for thebrains of marine designers to find a better way for rescue work. Lewis Nixon, ship-builder and designer for years, is sure that we canrevolutionize safety appliances. He has had a plan for a long timefor the construction of a considerable section of deck that could bedetached and floated off like an immense raft. He figures that such adeck-raft could be made to carry the bulk of the passengers. 

That may seem a bit chimerical to laymen, but Nixon is no layman. Hisideas are worthy of every consideration. Certain it is that somethingradical must be done, and that the maritime nations must get together, not only in the way of providing more life-saving facilities, but inagreeing upon navigation routes and methods. 

Captain William S. Sims, of the United States Navy, who is in a positionto know what he is talking about, has made some very pointed comments onthe subject. He says:

"The truth of the matter is that in case any large passenger steamshipsinks, by reason of collision or other fatal damage to her flotability, more than half of her passengers are doomed to death, even in fairweather, and in case there is a bit of a sea running none of the loadedboats can long remain afloat, even if they succeed in getting safelyaway from the side, and one more will be added to the long list of 'theships that never return. '

"Most people accept this condition as one of the inevitable perils ofthe sea, but I believe it can be shown that the terrible loss of lifeoccasioned by such disasters as overtook the Bourgogne and the Titanicand many other ships can be avoided or at least greatly minimized. Moreover, it can be shown that the steamship owners are fully awareof the danger to their passengers; that the laws on the subject oflife-saving appliances are wholly inadequate; that the steamshipcompanies comply with the law, though they oppose any changes therein, and that they decline to adopt improved appliances; because there isno public demand for them, the demand being for high schedule speed andluxurious conditions of travel. 

"In addition to installing efficient life-saving appliances, if thegreat steamship lines should come to an agreement to fix a maximum speedfor their vessels of various classes and fix their dates and hours ofsteaming so that they would cross the ocean in pairs within supportingdistances of each other, on routes clear of ice, all danger of oceantravel would practically be eliminated. 

"The shortest course between New York and the English Channel liesacross Nova Scotia and Newfoundland. Consequently the shortest waterroute is over seas where navigation is dangerous by reason of fog andice. It is a notorious fact that the transatlantic steamships are notnavigated with due regard to safety; that they steam at practically fullspeed in the densest fogs. But the companies cannot properly be blamedfor this practice, because if the 'blue liners' slow down in a fog ortake a safe route, clear of ice, the public will take passage onthe 'green liners, ' which take the shortest route, and keep up theirschedule time; regardless of the risks indicated. "

PROMPT REFORMS

The terrible sacrifice of the Titanic, however, is to have its fruit insafety for the future. The official announcement is

{illust. Caption = A diagrammatic map showing how... }

made by the International Mercantile Marine that all its ships will beequipped with sufficient life-boats and rafts for every passenger andevery member of the crew, without regard to the regulations in thiscountry and England or Belgium. One of the German liners already hadthis complement of life-boats, though the German marine as a whole issufficiently deficient at this point to induce the Reichstag to order aninvestigation. 

Prompt, immediate and gratifying reform marks this action of theInternational Mercantile Marine. It is doubtless true that thisprecaution ought to have been taken without waiting for a loss of lifesuch as makes all previous marine disasters seem trivial. But the publicitself has been inert. For thirty years, since Plimsoll's day, everyintelligent passenger knew that every British vessel was deficient inlife-boats, but neither public opinion nor the public press tookthis matter up. There were no questions in Parliament and no measuresintroduced in Congress. Even the legislation by which the United Statespermitted English vessels reaching American ports to avoid the legalrequirements of American statute law (which requires a seat in thelife-boats for every passenger and every member of the crew) attractedno public attention, and occasional references to the subject by thosebetter informed did nothing to awake action. 

But this is past. Those who died bravely without complaint and withsacrificing regard for others did not lose their lives in vain. Thesafety of all travelers for all times to come under every civilized flagis to be greater through their sac-rifice. Under modern conditions lifecan be made as safe at sea as on the land. It is heartrending to stopand think that thirty-two more life-boats, costing only about $16, 000, which could have been stowed away without being noticed on the broaddecks of the Titanic, would have saved every man, woman and child onthe steamer. There has never been so great a disaster in the history ofcivilization due to the neglect of so small an expenditure. 

It would be idle to think that this was due simply to parsimony. It wasreally due to the false and vicious notion that life at sea must be madeshowy, sumptuous and magnificent. The absence of life-boats was not dueto their cost, but to the demand for a great promenade deck, with amplespace to look out on the sea with which a continuous row of life-boatswould have interfered, and to the general tendency to lavish money onthe luxuries of a voyage instead of first insuring its safety. 

CHAPTER XXIX. THE SENATORIAL INVESTIGATION

PROMPT ACTION OF THE GOVERNMENT--SENATE COMMITTEE PROBES DISASTER ANDBRINGS OUT DETAILS--TESTIMONY OF ISMAY, OFFICERS, CREW, PASSENGERS ANDOTHER WITNESSES

PUBLIC sentiment with regard to the Titanic disaster was reflected inthe prompt action of the United States Government. 

On April 17th the Senate, without a dissenting vote, ordered aninvestigation of the wreck of the Titanic, with particular reference tothe inadequacy of life-saving boats and apparatus. The resolution alsodirected inquiry into the use by the Titanic of the northern course"over a route commonly regarded as dangerous from icebergs. "

Besides investigating the disaster, the committee was directed tolook into the feasibility of international agreements for the furtherprotection of ocean traffic. 

The Senate Committee on Commerce, in whose charge the investigation wasplaced, immediately appointed the following sub-committee to conduct thegathering of evidence and the examination of witnesses:

Senator William Alden Smith of Michigan, chairman; Senator FrancisNewlands of Nevada, Senator Jonathan Bourne, Jr. , of Oregon, SenatorGeorge C. Perkins of California, Senator Theodore E. Burton of Ohio, Senator Furnifold McL. Simmons of North Carolina and Senator Duncan U. Fletcher of Florida. 

The Senate Committee began its investigation in New York on Friday, April 19th, the morning after the arrival of the Carpathia. 

Ismay, the first witness, came to the witness chair with a smile uponhis face. He was sworn and then told the committee that he made thevoyage on the Titanic only as a voluntary passenger. Nobody designatedhim to come to see how the newly launched monster would behave on theinitial trip. He said that no money was spared in the construction, andas she was built on commission there was no need for the builders toslight the work for their own benefit. The accident had happened onSunday night, April 14th. 

"I was in bed and asleep, " he said. "The ship was not going atfull speed, as has been printed, because full speed would befrom seventy-eight to eighty revolutions, and we were making onlyseventy-five. After the impact with the iceberg I dressed and went ondeck. I asked the steward what the matter was and he told me. Then Iwent to Captain Smith and asked him if the ship was in danger and hetold me he thought she was. "

Ismay said that he went on the bridge and remained there for some timeand then lent a hand in getting the life-boats ready. He helped to getthe women and children into the boats. 

Ismay said that no other executive officer of the steamship company wason board, which practically made him the sole master of the vesselthe minute it passed beyond the control of the captain and hisfellow-officers. But Ismay, seeming to scent the drift of the questions, said that he never interfered in any way with the handling of the ship. 

Ismay was asked to give more particulars about his departure from theship. He said:

"The boat was ready to be lowered away and the officer called out ifthere were any more women or children to go or any more passengers ondeck, but there was none, and I got on board. "

CAPTAIN ROSTRON'S TESTIMONY

Captain Rostron, of the Carpathia, followed Mr. Ismay. He said the firstmessage received from the Titanic was that she was in immediate danger. "I gave the order to turn the ship around as soon as the Titanic hadgiven her position. I set a course to pick up the Titanic, which wasfifty-eight miles west of my position. I sent for the chief engineer, told him to put on another watch of stokers and make all speed for theTitanic. I told the first officer to stop all deck work, get out thelife-boats and be ready for any emergency. The chief steward and doctorsof the Carpathia I called to my office and instructed as to theirduties. The English doctor was assigned to the first class dining room, the Italian doctor to the second class dining room, the Hungarian doctorto the third class dining room. They were instructed to be ready withall supplies necessary for any emergency. "

{illust. Caption = DIAGRAM SHOWING THE PROXIMITY OF OTHER STEAMSHIPS TOTHE TITANIC ON NIGHT OF DISASTER. }

The captain told in detail of the arrangements made to prepare thelife-boats and the ship for the receipt of the survivors. 

WEEPS AS HE TELLS STORY

Then with tears filling his eyes, Captain Rostron said he called thepurser. "I told him, " said Captain Rostron, "I wanted to hold a serviceof prayer--thanksgiving for the living and a funeral service for thedead. I went to Mr. Ismay. He told me to take full charge. An Episcopalclergyman was found among the passengers and he conducted the services. "

TITANIC WAS A "LIFE-BOAT. "

Captain Rostron said that the Carpathia had twenty lifeboats of her own, in accordance with the British regulations. 

"Wouldn't that indicate that the regulations are out of date, yourship being much smaller than the Titanic, which also carried twentylife-boats?" Senator Smith asked. 

"No. The Titanic was supposed to be a life-boat herself. "

WIRELESS FAILED

Why so few messages came from the Carpathia was gone into. CaptainRostron declared the first messages, all substantially the same, weresent to the White Star Line, the Cunard Line and the Associated Press. Then the first and second cabin passenger lists were sent, when thewireless failed. 

Senator Smith said some complaint had been heard that the Carpathia hadnot answered President Taft's inquiry for Major Butt. Captain Rostrondeclared a reply was sent, "Not on board. "

Captain Rostron declared he issued orders for no messages to be sentexcept upon orders from him, and for official business to go first, thenprivate messages from the Titanic survivors in order of filing. 

Absolutely no censorship was exercised, he said. The wire-less continuedworking all the way in, the Marconi operator being constantly at thekey. 

Guglielmo Marconi, the wireless inventor, was the next witness. 

Marconi said he was chairman of the British Marconi Company. Underinstructions of the company, he said, operators must take their ordersfrom the captain of the ship on which they are employed. 

"Do the regulations prescribe whether one or two operators should beaboard the ocean vessels?"

"Yes, on ships like the late Titanic and Olympic two are carried, " saidMarconi. "The Carpathia, a smaller boat, carries one. The Carpathia'swireless apparatus is a short-distance equipment. "

TITANIC WELL EQUIPPED

"Do you consider that the Titanic was equipped with the latest improvedwireless apparatus?"

"Yes; I should say that it had the very best. "

"Did you hear the captain of the Carpathia say, in his testimony, that they caught this distress message from the Titanic almostprovidentally?" asked Senator Smith. 

"Yes, I did. It was absolutely providential. "

"Is there any signal for the operator if he is not at his post?'{'}

"I think there is none, " said Marconi. 

"Ought it not be incumbent upon ships to have an operator always at thekey?"

"Yes; but ship-owners don't like to carry two operators when they canget along with one. The smaller boat owners do not like the expense oftwo operators. "

SECOND OFFICER TESTIFIES

Charles Herbert Lightoller, second officer of the Titanic, followedMarconi on the stand. Mr. Lightoller said he understood the maximumspeed of the Titanic, as shown by its trial tests, to have beentwenty-two and a half to twenty-three knots. Senator Smith asked ifthe rule requiring life-saving apparatus to be in each room for eachpassenger was complied with. 

"Everything was complete, " said Lightoller. "Sixteen life-boats, ofwhich four were collapsible, were on the Titanic, " he added. During thetests, he said, Captain Clark, of the British Board of Trade, was aboardthe Titanic to inspect its life-saving equipment. 

"How thorough are these captains of the Board of Trade in inspectingships?" asked Senator Smith. 

"Captain Clark is so thorough that we called him a nuisance. "

TITANIC KILLED RAPIDLY

After testifying to the circumstances under which the life-boats werefilled and lowered, Lightoller continued. "The boat's deck was only tenfeet from the water when I lowered the sixth boat. When we lowered thefirst, the distance to the water was seventy feet. "

"If the same course was pursued on the starboard side as you pursued onthe port, in filling boats, how do you account for so many members ofthe crew being saved?" asked Chairman Smith. 

"I have inquired especially and have found that for every six personspicked up, five were either firemen or stewards. "

COTTAM TELLS HIS STORY

Thomas Cottam, of Liverpool, the Marconi operator on the Carpathia, wasthe next witness. 

Cottam said that he was about ready to retire Sunday night, havingpartially removed his clothes, and was waiting for a reply to a messageto the Parisian when he heard Cape Cod trying to call the Titanic. Cottam called the Titanic operator to inform him of the fact, andreceived the reply. 'Come at once; this is a distress message. C. Q. D. '"

"What did you do then?"

"I confirmed the distress message by asking the Titanic if I shouldreport the distress message to the captain of the Carpathia. "

"How much time elapsed after you received the Titanic's distress messagebefore you reported it to Captain Rostron?"

"About a couple of minutes, " Cottam answered. 

COTTAM RECALLED

When the committee resumed the investigation on April 20th, Cottam wasrecalled to the stand. 

Senator Smith asked the witness if he had received any messages from thetime the Carpathia left the scene of the disaster until it reached NewYork. The purpose of this question was to discover whether any officialhad sought to keep back the news of the disaster. 

"No, sir, " answered Cottam. "I reported the entire matter myself to thesteamship Baltic at 10. 30 o'clock Monday morning. I told her we had beento the wreck and had picked up as many of the passengers as we could. "

Cottam denied that he had sent any message that all passengers had beensaved, or anything on which such a report could be based. 

Cottam said he was at work Monday and until Wednesday. He repeatedhis testimony of the previous day and said he had been without sleepthroughout Sunday, Monday, Tuesday and until late Wednesday afternoonwhen he had been relieved by Bride. 

"Did you or Bride send any message declaring that the Titanic was beingtowed into Halifax?"

"No, sir, " said the witness, with emphasis. 

MARCONI EXPLAINS

In an effort to determine whether the signal "C. Q. D. " might not havebeen misunderstood by passing ships, Senator Smith called upon Mr. Marconi. 

"The 'C. Q. , '" said Marconi, "is an international signal which meantthat all stations should cease sending except the one using the call. The 'D. ' was added to indicate danger. The call, however, now has beensuperseded by the universal call, 'S. O. S. '"

BRIDE ON THE STAND

Harold S. Bride, the sole surviving operator of the Titanic, was thencalled. 

Bride said he knew the Frankfurt was nearer than the Carpathia when hecalled for assistance, but that he ceased his efforts to communicatewith the former because her operator persisted in asking, "What is thematter?" despite Bride's message that the ship was in distress. 

Time after time Senator Smith asked in varying forms why the Titanic didnot explain its condition to the Frankfurt. 

"Any operator receiving 'C. Q. D. ' and the position of the ship, if heis on the job, " said Bride, "would tell the captain at once. "

Marconi again testified to the distress signals, and said that theFrankfurt was equipped with Marconi wireless. He said that the receiptof the signal "C. Q. D. " by the Frankfurt's operator should have beenall-sufficient to send the Frankfurt to the immediate rescue. 

ALL APPEALS RECEIVED

Under questioning by Senator Smith, Bride said that undoubtedly theFrankfurt received all of the urgent appeals for help sent subsequentlyto the Carpathia. 

INVESTIGATION CARRIED TO WASHINGTON

The first witness when the investigation was resumed in Washington onApril 22d was P. A. S. Franklin, vice-president of the InternationalMercantile Marine Company. 

Franklin testified that he had had no communication with Captain Smithduring the Titanic's voyage, nor with Ismay, except one cable fromSouthampton. 

Senator Smith then showed Mr. Franklin the telegram received byCongressman Hughes, of West Virginia, from the White Star Line, datedNew York, April 15th, and addressed to J. A. Hughes, Huntington, W. Va. , as follows:

"Titanic proceeding to Halifax. Passengers probably land on Wednesday. All safe. 

 (Signed) "THE WHITE STAR LINE. "

TELEGRAM A MYSTERY

"I ask you, " continued the senator, "whether you know about the sendingof that telegram, by whom it was authorized and from whom it was sent?"

"I do not, sir, " said Franklin. "Since it was mentioned at the WaldorfSaturday we have had the entire passenger staff examined and we cannotfind out. "

Asked when he first knew that the Titanic had sunk, Franklin said hefirst knew it about 6. 27 P. M. , Monday. 

Mr. Franklin then produced a thick package of telegrams which he hadreceived in relation to the disaster. 

"About twenty minutes of two on Monday morning, " said he, "I wasawakened by a telephone bell, and was called by a reporter for somepaper who informed me that the Titanic had met with an accident and wassinking. I asked him where he got the information. He told me thatit had come by wireless from the steamship Virginian, which had beenappealed to by the Titanic for aid. "

Mr. Franklin said he called up the White Star docks, but they had noinformation, and he then appealed to the Associated Press, and there wasread to him a dispatch from Cape Race advising him of the accident. 

"I asked the Associated Press, " said Mr. Franklin, "not to send outthe dispatch until we had more detailed information, in order to avoidcausing unnecessary alarm. I was told, however, that the story alreadyhad been sent. "

The reassuring statements sent out by the line in the early hours of thedisaster next were made the subject of inquiry. 

"Tell the committee on what you based those statements, " directedSenator Smith. 

"We based them on reports and rumors received at Cape Race byindividuals and by the newspapers. They were rumors, and we could notplace our finger on anything authentic. "

FIRST DEFINITE NEWS

"At 6. 20 or 6. 30 Monday evening, " Mr. Franklin continued, "a message wasreceived telling the fateful news that the Carpathia reached the Titanicand found nothing but boats and wreckage; that the Titanic had founderedat 2. 20 A. M. In 41. 16 north, 50. 14 west; that the Carpathia picked upall the boats and had on board about 675 Titanic survivors--passengersand crew. 

"It was such a terrible shock that it took me several moments to thinkwhat to do. Then I went downstairs to the reporters, I began to read themessage, holding it high in my hand. I had read only to the second line, which said that the Titanic had sunk, when there was not a reporterleft--they were so anxious to get to the telephones. 

SAFETY EQUIPMENT

"The Titanic's equipment was in excess of the law, " said the witness. "It carried its clearance in the shape of a certificate from the BritishBoard of Trade. I might say that no vessel can leave a British portwithout a certificate that it is equipped to care for human lives aboardin case of accident. It is the law. "

"Do you know of anyone, any officer or man or any official, whom youdeem could be held responsible for the accident and its attendant lossof life?"

"Positively not. No one thought such an accident could happen. It wasundreamed of. I think it would be absurd to try to hold some individualresponsible. Every precaution was taken; that the precautions were ofno avail is a source of the deepest sorrow. But the accident wasunavoidable. "

FOURTH OFFICER TESTIFIES

J. B. Boxhall, the fourth officer, was then questioned. 

"Were there any drills or any inspection before the Titanic sailed?" hewas asked. 

"Both, " said the witness. "The men were mustered and the life-boatslowered in the presence of the inspectors from the Board of Trade. "

"How many boats were lowered?"

"Just two, sir. "

"One on each side of the ship?"

"No, sir. They were both on the same side. We were lying in dock. "

The witness said he did not know whether the lowering tackle ran free ornot on that occasion. 

"In lowering the life-boats at the test, did the gear worksatisfactorily?"

"So far as I know. "

In lowering a life-boat, he said, first the boat has to be cleared, chocks knocked down and the boat hangs free. Then the davits are screwedout to the ship's side and the boat lowered. 

At the time of the tests all officers of the Titanic were present. 

Boxhall said that under the weather conditions experienced at thetime of the collision the life-boats were supposed to carry sixty-fivepersons. Under the regulations of the British Board of Trade, inaddition to the oars, there were in the boats water breakers, waterdippers, bread, bailers, mast and sail and lights and a supply of oil. All of these supplies, said Boxhall, were in the boats when the Titanicleft Belfast. He could not say whether they were in when the vessel leftSouthampton. 

"Now, " repeated Senator Smith, "suppose the weather was clear and thesky unruffled, as it was at the time of the disaster, how many would theboat hold?"

"Really, I don't know. It would depend largely upon the people whowere to enter. If they did as they were told I believe each boat couldaccommodate sixty-five persons. "

Boxhall testified to the sobriety and good habits of his superior andbrother officers. 

NO TRACE OF DAMAGE INSIDE

Boxhall said he went down to the steerage, inspected all the decks inthe vicinity of where the ship had struck, found no traces of any damageand went directly to the bridge and so reported. 

CARPENTER FOUND LEAKS

"The captain ordered me to send a carpenter to sound the ship, but Ifound a carpenter coming up with the announcement that the ship wastaking water. In the mail room I found mail sacks floating about whilethe clerks were at work. I went to the bridge and reported, and thecaptain ordered the life-boats to be made ready. "

Boxhall testified that at Captain Smith's orders he took word of theship's position to the wireless operators. 

"What position was that?"

"Forty-one forty-six north, fifty fourteen west. "

"Was that the last position taken?"

"Yes, the Titanic stood not far from there when she sank. "

After that Boxhall went back to the life-boats, where there were manymen and women. He said they had been provided with life-belts. 

{illust. Caption = THE EFFECTS OF STRIKING AN ICEBERG

(1) Shows normal.... }

DISTRESS ROCKETS FIRED

"After that I was on the bridge most of the time sending out distresssignals, trying to attract the attention of boats ahead, " he said. "Isent up distress rockets until I left the ship, to try to attract theattention of a ship directly ahead. I had seen her lights. She seemed tobe meeting us and was not far away. She got close enough, so she seemedto me, to read our Morse electric signals. "

"Suppose you had a powerful search light on the Titanic, could you nothave thrown a beam on the vessel and have compelled her attention?"

"We might. "

H. J. Pitman, the third officer of the ship, was the first witness onApril 23d. By a series of searching questions Senator Fletcher broughtout the fact that when the collision occurred the Titanic was going atthe greatest speed attained during the trip, even though the ship wasentering the Grand Banks and had been advised of the presence of ice. 

Frederick Fleet, a sailor and lookout man on the Titanic, followedPitman on the stand. Fleet said he had had five or six years' experienceat sea and was lookout on the Oceanic prior to going on the Titanic. Hewas in the crow's nest at the time of the collision. 

Fleet stated that he had kept a sharp lookout for ice, and testified toseeing the iceberg and signaling the bridge. 

Fleet acknowledged that if he had been aided in his observations by agood glass he probably could have spied the berg into which the shipcrashed in time to have warned the bridge to avoid it. Major ArthurPeuchen, of Toronto, a passenger who followed Fleet on the stand, alsotestified to the much greater sweep of vision afforded by binocularsand, as a yachtsman, said he believed the presence of the iceberg mighthave been detected in time to escape the collision had the lookout menbeen so equipped. 

HAD ASKED FOR BINOCULARS

It was made to appear that the blame for being without glasses didnot rest with the lookout men. Fleet said they had asked for them atSouthampton and were told there were none for them. One glass, in apinch, would have served in the crow's nest. 

The testimony before the committee on April 24th showed that the bigsteamship was on the verge of a field of ice twenty or thirty mileslong, if she had not actually entered it, when the accident occurred. 

The committee tried to discover whether it would add to human safety ifthe ships were fitted with search lights so that at night objects couldbe seen at a greater distance. The testimony so far along this line hadbeen conflicting. Some of the witnesses thought it would be no harm totry it, but they were all skeptical as to its value, as an iceberg wouldnot be especially distinguishable because its bulk is mostly below thesurface. 

One of the witnesses said that much dependence is not placed upon thelookout, and that those lookouts who used binoculars constantly foundthem detrimental. 

Harold G. Lowe, fifth officer of the Titanic, told the committeehis part in the struggle of the survivors for life following thecatastrophe. The details of this struggle have have already been told ina previous chapter. 

AUTHORIZED TO SELL STORY

In great detail Guglielmo Marconi, on April 25th, explained theoperations of his system and told how he had authorized Operator Brideof the Titanic, and Operator Cottam, of the Carpathia, to sell theirstories of the disaster after they came ashore. 

In allowing the operator's to sell their stories, said Mr. Marconi, there was no question of suppressing or monopolizing the news. He haddone everything he could, he said, to have the country informed asquickly as possible of the details of the disaster. That was why he wasparticularly glad for the narratives of such important witnesses asthe operators to receive publication, regardless of the papers thatpublished them. 

He repeated the testimony of Cottam that every effort had been made toget legitimate dispatches ashore. The cruiser Chester, he said, had beenanswered as fully as possible, though it was not known at the time thatits queries came from the President of the United States. The Salem, hesaid, had never got in touch with the Carpathia operator. 

Senator Newlands suggested that the telegrams, some signed by the nameof Mr. Sammis and some with the name of Marconi, directing Cottam to"keep his mouth shut" and hold out for four figures on his story, wassent only as the Carpathia was entering New York harbor, when therewas no longer need for sending official or private messages from therescuing ship. There had been an impression before, he said, that themessages had been sent to Cottam when the ship was far at sea, when theymight have meant that he was to hold back messages relieving the anxietyof those on shore. 

SAW DISTRESS ROCKETS

Ernest Gill, a donkey engineman on the steamship Californian, was thefirst witness on April 26th. He said that Captain Stanley Lord, of theCalifornian, refused later to go to the aid of the Titanic, the rocketsfrom which could be plainly seen. He says the captain was apprised ofthese signals, but made no effort to get up steam and go to the rescue. The Californian was drifting with the floe. So indignant did he become, said Gill, that he endeavored to recruit a committee of protest fromamong the crew, but the men failed him. 

Captain Lord entered a sweeping denial of Gill's accusations and readfrom the Californian's log to support his contention. Cyril Evans, theCalifornian's wireless operator, however, told of hearing much talkamong the crew, who were critical of the captain's course. Gill, hesaid, told him he expected to get $500 for his story when the shipreached Boston. 

Evans told of having warned the Titanic only a brief time before thegreat vessel crashed into the berg that the sea was crowded with ice. The Titanic's operators, he said, at the time were working with thewireless station at Cape Race, and they told him to "shut up" and keepout. Within a half hour the pride of the sea was crumpled and sinking. 

Members of the committee who examined individually the Britishsailors and stewards of the Titanic's crew prepared a report of theirinvestigations for the full committee. This testimony was ordered to beincorporated in the record of the hearings. 

Most of this testimony was but a repetition of experiences similar tothe many already related by those who got away in the life-boats. 

On April 27th Captain James H. Moore, of the steamship Mount Temple, whohurried to the Titanic in response to wireless calls for help, told ofthe great stretch of field ice which held him off. Within his viewfrom the bridge he discerned, he said, a strange steamship, probablya "tramp, " and a schooner which was making her way out of the ice. Thelights of this schooner, he thought, probably were those seen by theanxious survivors of the Titanic and which they were frantically tryingto reach. 

WOMEN AT HEARING WEEP

Steward Crawford also related a thrilling story in regard to loadingthe life-boats with women first. He told of several instances that cameunder his observation of women throwing their arms around their husbandsand crying out that they would not leave the ship without them. Thepathetic recital caused several women at the hearing to weep, and allwithin earshot of the steward's story were thrilled. 

ANDREWS WAS BRAVE

Stories that Mr. Andrews, the designer of the ship, had tried todisguise the extent of danger were absolutely denied by Henry SamuelEtches, his bedroom steward, who told the committee how Mr. Andrewsurged women back to their cabins to dress more warmly and to put onlife-belts. 

The steward, whose duty it was to serve Major Butt and his party, toldhow he did not see the Major at dinner the evening of the disaster ashe was dining with a private party in the restaurant. William Burke, afirst class steward, told of serving dinner at 7. 15 o'clock to Mr. AndMrs. Straus, and later Mrs. Straus' refusal to leave her husbandwas again told to the committee. A bedroom steward told of a quietconversation with Benjamin Guggenheim, Senator Guggenheim's brother, after the accident and shortly before the Titanic settled in the plungethat was to be his death. 

On April 29th Marconi produced copies of several messages which passedbetween the Marconi office and the Carpathia in an effort to getdefinite information of the wreck and the survivors. 

Marconi and F. M. Sammis, chief engineer of the American MarconiCompany, both acknowledged that a mistake had been made in sendingmessages to Bride and Cottam on board the Carpathia not to give out anynews until they had seen Marconi and Sammis. 

The senatorial committee investigating the Titanic disaster has servedseveral good purposes. It has officially established the fact that allnations are censurable for insufficient, antiquated safety regulationson ocean vessels, and it has emphasized the imperative necessity forunited action among all maritime countries to revise these laws andadapt them to changed conditions. 

The committee reported its findings as follows:

GENERAL CONCLUSIONS

No particular person is named as being responsible, though attentionis called to the fact that on the day of the disaster three distinctwarnings of ice were sent to Captain Smith. J. Bruce Ismay, managingdirector of the White Star Line, is not held responsible for the ship'shigh speed. In fact, he is barely mentioned in the report. 

Ice positions, so definitely reported to the Titanic just precedingthe accident, located ice on both sides of the lane in which she wastraveling. No discussion took place among the officers, no conferencewas called to consider these warnings, no heed was given to them. Thespeed was not relaxed, the lookout was not increased. 

The supposedly water-tight compartments of the Titanic were notwater-tight, because of the non-water-tight condition of the decks wherethe transverse bulkheads ended. 

The steamship Californian, controlled by the same concern as theTitanic, was nearer the sinking steamship than the nineteen milesreported by her captain, and her officers and crew saw the distresssignals of the Titanic and failed to respond to them in accordance withthe dictates of humanity, international usage and the requirements oflaw. Had assistance been promptly proffered the Californian might havehad the proud distinction of rescuing the lives of the passengers andcrew of the Titanic. 

The mysterious lights on an unknown ship, seen by the passengers on theTitanic, undoubtedly were on the Californian, less than nineteen milesaway. 

Eight ships, all equipped with wireless, were in the vicinity of theTitanic, the Olympic farthest away--512 miles. 

The full capacity of the Titanic's life-boats was not utilized, because, while only 705 persons were saved, the ship's boats could have carried1176. 

No general alarm was sounded, no whistle blown and no systematic warningwas given to the endangered passengers, and it was fifteen or twentyminutes after the collision before Captain Smith ordered the Titanic'swireless operator to send out a distress message. 

The Titanic's crew were only meagerly acquainted with their positionsand duties in an accident and only one drill was held before the maidentrip. Many of the crew joined the ship only a few hours before shesailed and were in ignorance of their positions until the followingFriday. 

Many more lives could have been saved had the survivors beenconcentrated in a few life-boats, and had the boats thus releasedreturned to the wreck for others. 

The first official information of the disaster was the message fromCaptain Haddock, of the Olympic, received by the White Star Line at6. 16 P. M. , Monday, April 15. In the face of this information a messagereporting the Titanic being towed to Halifax was sent to RepresentativeJ. A. Hughes, at Huntington, W. Va. , at 7. 51 P. M. That day. The messagewas delivered to the Western Union office in the same building as theWhite Star Line offices. 

"Whoever sent this message, " says the report, "under the circumstances, is guilty of the most reprehensible conduct. "

The wireless operator on the Carpathia was not duly vigilant in handlinghis messages after the accident. 

The practice of allowing wireless operators to sell their stories shouldbe stopped. 

RECOMMENDATIONS. 

It is recommended that all ships carrying more than 100 passengers shallhave two searchlights. 

That a revision be made of steamship inspection laws of foreigncountries to conform to the standard proposed in the United States. 

That every ship be required to carry sufficient life-boats for allpassengers and crew. 

That the use of wireless be regulated to prevent interference byamateurs, and that all ships have a wireless operator on constant duty. 

Detailed recommendations are made as to water-tight bulkheadconstruction on ocean-going ships. Bulkheads should be so spacedthat any two adjacent compartments of a ship might be flooded withoutsinking. 

Transverse bulkheads forward and abaft the machinery should be continuedwatertight to the uppermost continuous structural deck, and this deckshould be fitted water-tight.