Titanic Passengers Quotes

That summer, Titanic fever gripped Kabul. People smuggled pirated copies of the film from Pakistan- sometimes in their underwear. After curfew, everyone locked their doors, turned out the lights, turned down the volume, and reaped tears for Jack and Rose and the passengers of the doomed ship. If there was electrical power, Mariam, Laila, and the children watched it too. A dozen times or more, they unearthed the TV from behind the tool-shed, late at night, with the lights out and quilts pinned over the windows. At the Kabul River, vendors moved into the parched riverbed. Soon, from the river's sunbaked hollows, it was possible to buy Titanic carpets, and Titanic cloth, from bolts arranged in wheelbarrows. There was Titanic deodorant, Titanic toothpaste, Titanic perfume, Titanic pakora, even Titanic burqas. A particularly persistent beggar began calling himself "Titanic Beggar." "Titanic City" was born. It's the song, they said. No, the sea. The luxury. The ship. It's the sex, they whispered. Leo, said Aziza sheepishly. It's all about Leo. "Everybody wants Jack," Laila said to Mariam. "That's what it is. Everybody wants Jack to rescue them from disaster. But there is no Jack. Jack is not coming back. Jack is dead.

I was born Katie O’Reilly,” she began. “Poor Irish, but proud of it. I boarded the Titanic at Queenstown as a third class passenger with nothing more than the clothes on my back. And the law at my heels.” Titanic Rhapsody

The first chap we said was loafing, until he died. That's nearly always the verdict on a sailing ship, anyway. A man is invariably 'mouching' until he dies, and then we say, "Oh, he must have been bad after all." --Charles Lightoller

Today, in what Harvey Mansfield calls our "gender-neutral" society," there are no social norms. Eight decades after the Titanic, a German-built ferry en route from Estonia to Sweden sank in the Baltic Sea. Of the 1,051 passengers, only 139 lived to tell the tale. But the distribution of the survivors was very different from that of the Titanic. Women and children first? No female under fifteen or over sixty-five made it. Only 5 percent of all women passengers lived. The bulk of the survivors were young men. Forty-three percent of men aged 20 to 24 made it.

Ritzonia" was the epithet coined by Bernard Bernson, who sold Italian pictures to American millionaires, to describe the unreal, mortifying sameness of their luxury. "Ritzonia," he wrote in 1909, "carries its inmates like a wishing carpet from place to place, the same people, the same meals, the same music. Within its walls you might be at Peking or Prague or Paris or London and you would never know where.

Late at night, on April 14, 1912, an English ocean liner was making her first voyage across the Atlantic Ocean. She was going to New York City. Carrying 2,200 passengers, the ship was four city blocks long. Most people believed the ship was unsinkable

I have often perplexed myself over what I saw in Nelle Snyder's aged face at that moment. It was no look of paranoia. It was a look of waiting. Perpetual waiting. That look was to come back to me sixteen years later when I heard Rose's narration at the end of James Cameron's Titanic, with its line about survivors "waiting for an absolution that never came." Yet the waiting I saw in Nelle Snyder's face seemed larger even than a waiting for absolution. It seemed vaster even than Titanic herself. Call it the waiting of the Mother of all Perished Vessels. Or of a Ship of Honeymoon Dreams perchance, with a passenger list spanning all humanity, that once proudly sailed but was lost, aeons ago, and sank to a dark, unreachable abode where nothing whatsoever can be grasped about her except her perplexing power still to haunt us.

On the Titanic, there were 20 lifeboats. To save all the passengers, the ship needed twice as many. But with all the confusion on board, a number of the lifeboats were not even full when they left the ship. Many third-class passengers did not have a chance to get into any of the lifeboats because they were on the lower decks and didn’t know where to go.

He made the mistake of booking first-class passage on the maiden voyage of the Titanic. When that liner struck an iceberg, the crew asked him, because of his sailing expertise, to row a lifeboat full of passengers to safety. He was an honorable man—the president of the Standard Chemical Company and a major in the Queen’s Own Rifles—and he was doing a heroic deed.

1) The Titanic hit the iceberg in the North Atlantic, approximately 400 miles off the coast of Newfoundland. 2) The Titanic was considered unsinkable because she was built with huge watertight doors to contain any possible leaks. However, when the ship hit the iceberg, six watertight compartments quickly filled up with water, dooming the ship. 3) The signal SOS was chosen as an international distress call because of the simplicity of the three letters in Morse code: three dots, three dashes, and three dots. 4) No one knows for certain exactly how long the musicians played on the Titanic, but legend says they played until the ship went down, and their last song was the hymn “Nearer My God to Thee.” 5) More than 1,500 people perished in the Titanic disaster, while 705 people escaped in lifeboats and were eventually rescued by a ship named the Carpathia. 6) After the sinking of the Titanic, laws were changed so that every ship was required to have enough lifeboats to carryall its passengers. Also, the International Ice Patrol was formed, so that ships would have warning about ice conditions. 7) In 1985, a scientist named Dr. Robert Ballard discovered the undersea wreck of the Titanic.

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was thus egregious if commonplace incompetence in design and command, rather than malevolent snobbery, that helps explain the heavier loss of life among third-class passengers. Without

Everyone knows the story of the sinking of the Titanic, which claimed fifteen hundred lives. But almost no one ever mentions a word about the 1948 sinking of the Chinese ferryboat SS Kiangya, which claimed nearly four thousand lives. Or the 1987 sinking of the ferryboat MV Dona Paz, which killed 4,345 people. Or the capsizing of the MV Le Joola, which claimed 1,863 lives off the coast of Gambia in 2002. Perhaps the Titanic sticks out because of its story potential: the famous and wealthy passengers, the firsthand accounts from survivors, and, of course, the eventual blockbuster movie.

Ice fields were an ever-present threat to transatlantic ships at this time of year and after only two days at sea the Titanic had begun to receive warnings from eastbound ships. On April 14 alone, it had heard from the Caronia, Noordam, Baltic, Amerika, Californian, and Mesaba. One message wasn’t passed to the bridge, one was passed on but ended up in J. Bruce Ismay’s pocket, and yet another was ignored as the Titanic’s wireless operators struggled with the volume of messages needing to be sent on behalf of passengers. When the iceberg that would do the damage was first spotted, it was only around five hundred yards away. The engines were consequently cut and the ship turned toward port by the helmsman, but there wasn’t enough time to sufficiently navigate so large a vessel and therefore, although the bow avoided the ice, the starboard side rubbed along it in what at the time seemed like a glancing blow.

In November 1912, shortly before his death, Gracie gave a talk at the University Club in Washington DC in which he went further, saying that if they had dared play that hymn they would have been forcibly restrained by the men on board who were trying to calm the women. “If the band had played that familiar hymn, panic would have resulted. Fixing the minds of the passengers on the possibility of their being nearer to God, and I say it seriously, would have been the last thing they wanted.

It can be difficult for contemporary commentators to appreciate the place that hymns occupied in the lives of typical Edwardians. They were not indicators of doom and gloom but of hope and joy. They were also a register of commonly held assumptions about the most important issues in life. The difference between the early twentieth century and the early twenty-first century can be illustrated by Elizabeth Nye’s reminiscence: “On Sunday the 14th it became very cold. We couldn’t stay out on deck so we all came together in the dining room for a hymn sing.” It’s hard to imagine passengers on a twenty-first-century cruise liner opting for such an alternative.

The British Court of Enquiry was even more cavalier. Mr. W. D. Harbinson, who officially represented the Third Class interests, said he could find no trace of discrimination, and Lord Mersey’s report gave a clean bill of health—yet not a single Third Class passenger testified, and the only surviving steward stationed in steerage freely conceded that the men were kept below decks as late as 1:15 A.M.

And it was the end of class distinction in filling the boats. The White Star Line always denied anything of the kind—and the investigators backed them up—yet there’s overwhelming evidence that the steerage took a beating: Daniel Buckley kept from going into First Class … Olaus Abelseth released from the poop deck as the last boat pulled away … Steward Hart convoying two little groups of women topside, while hundreds were kept below … steerage passengers crawling along the crane from the well deck aft … others climbing vertical ladders to escape the well deck forward.

By 12:15 a.m. the musicians had set up on the Promenade Deck and played for around twenty-five minutes in the entrance as the passengers awaited instructions. Jack Thayer, only seventeen at the time, recalled them playing there as crowds milled around. Then they moved upstairs to the Boat Deck level of the grand staircase, where there was a piano, before eventually moving out onto the Boat Deck itself. This fits with Lawrence Beesley’s account of seeing a cellist walking down the deck at 12:40 a.m.

It’s possible that Brailey and Taylor could have continued playing on other instruments once they moved away from the upright piano at the top of the staircase. We know, for example, that Hume had two violins with him and that Brailey was a multi-instrumentalist. The fact that the musicians played for the passengers as the lifeboats were lowered can’t seriously be questioned. There were a handful of survivors who claimed not to have heard them, but the evidence for the music is far too substantial to ignore.

Why the band came to be playing in these circumstances is a question that will never be satisfactorily answered. Pierre Maréchal, the French aviator, informed the chairman of the Amalgamated Musicians’ Union that they’d been told to do it. He was sure that instructions had come down from Captain Smith, possibly via Purser McElroy, saying that they should play in order to prevent panic. The sound of bright music would have suggested that even if all was not well, at least all was under control. He reasoned that in the captain’s mind, the eventual deaths of eight men were a reasonable sacrifice for the saving of hundreds of passengers.

Even if Smith had made this demand, however, the band was under no obligation to obey him. As had been made very clear from the outset, they were not employees of White Star, they had not signed the ship’s articles, and they had the same rights as any other passenger to expect their safety to be a prime consideration of the crew.

Despite the awfulness of what was happening, the backdrop was a scene of beauty: a clear sky, a bright moon, clearly visible stars, flat undisturbed water, and an immense liner blazing with pinholes of light. The music would have carried farther than usual because for most of the time there were no competing sounds from engines or waves. Passengers who left from both port and starboard told similar stories of being able to hear the band as they were quickly rowed away to avoid the inevitable drag of the suction. Emily Rugg claimed she could hear the band from a mile away.

Bandmaster Wallace Henry Hartley had assembled his men, and the band was playing ragtime. Just now they stood in the First Class lounge, where many of the passengers waited before orders came to lower the boats. Later they moved to the Boat Deck forward, near the entrance to the grand staircase. They looked a little nondescript—some in blue uniform coats, some in white jackets—but there was nothing wrong with the music.

Everything had been done to give the Titanic the best band on the Atlantic. The White Star Line even raided the Cunarder Mauretania for Bandmaster Hartley. Pianist Theodore Brailey and cellist Roger Bricoux were easily wooed from the Carpathia. “Well, steward,” they happily told Robert Vaughan who served them on the little Cunarder, “we will soon be on a decent ship with decent grub.” Bass violist Fred Clark had never shipped before, but he was well known on the Scotch concert circuit, and the line bought him away too. First violinist Jock Hume hadn’t yet played in any concerts, but his fiddle had a gay note the passengers seemed to love. And so it went—eight fine musicians who knew just what to do. Tonight the beat was fast, the music loud and cheerful.

Could Californian have rescued some of Titanic’s passengers and crew members from the icy waters if it had responded to the distress calls? I raised that question once again, to get the reporters’ attention. Now that we knew where Titanic went down, I said, we could see that Californian had indeed been close enough to rescue some of the passengers. The media always crave a controversy, so I gave them one that was 73 years old, and they seized it. By the end of the briefing, I was back in control.

We positioned Northern Horizon, our command ship, 11 miles off Ireland’s southern coast. We knew where Lusitania lay—that wasn’t the issue. Our goal was to investigate the mystery of what had sent the grand ship to her watery grave, taking the lives of about 1,200 passengers and crew members in May 1915.

After I found Titanic in 1985, I could have obtained salvage rights if I’d wanted to, according to international maritime law. But I wasn’t interested in retrieving artifacts. I believed we should respect the passengers and crew who had died there and leave their grave site undisturbed. Survivors, like Eva Hart, agreed. She was seven when the ship sank. “I saw all the horror of its sinking,” she told me. “And I heard, even more dreadful, the cries of drowning people.

Why do the deaths of more than 1,500 people retain such a hold on us, more than a century later? Walter Lord, who did more than anyone to chronicle the disaster in his book A Night to Remember, put it so well, saying that we can see ourselves going through the same emotional stages with Titanic passengers and crew members, from disbelief that anything is wrong, through gradual recognition of the danger, and finally to realization that there is no escape. Watching them go through this, Lord wrote, “We wonder what we would do.

We also cannot know whether Frank’s closeness to Archie Butt ever extended beyond the bounds of mere friendship. Archie was far too careful to ever pen anything as indiscreet as Millet’s correspondence with Stoddard. Yet within Archie’s letters there are enough clues to picture him as a Ragtime-era gay man hiding in plain sight. Archie had the same gift for observation and waspish wit found in gay diarists from Horace Walpole and Henry “Chips” Channon to Cecil Beaton and Andy Warhol. He also had a remarkable eye for the details of women’s clothes and jewelry and could, for example, describe from memory a selection of First Lady Edith Roosevelt’s gowns and include such details as “black velvet with passementerie down the front.

Up in the crow’s nest on the foremast, lookouts Frederick Fleet and Reginald Lee could see the lights of the French coast in the distance and the mast lights of other ships. For a closer look, binoculars would have helped, but the pair they had used in the crow’s nest on the trip from Belfast to Southampton had gone missing. This had been reported to Second Officer Charles Lightoller, but he had said there wasn’t a replacement set available. No one seemed bothered about it, so the lookouts weren’t worried either. Binoculars were not standard equipment in the crow’s nest on many ships. And these things just seemed to happen on a maiden voyage.

Though bachelorhood, it must be noted, is not necessarily an indicator of homosexuality, it took considerable resilience to remain single in an era when marriage bestowed manhood. For lesbians the social pressure was less intense since “maiden ladies” living together drew little scrutiny. In America, these alliances between women were sometimes known as “Boston marriages,” a term coined from Henry James’s 1886 novel The Bostonians, which described two “new women” living together in a marriage-like relationship.

During the debate on the CLA Act in the House of Commons, a Liberal member named Henry Labouchère had questioned why sexual acts between men should not be included in the bill. The late addition of the Labouchère Amendment made any act of “gross indecency” between men punishable by two years in prison—thus criminalizing homosexuality in Great Britain for the next seventy-two years.

In America, the Titanic is often described as a cross-section of the Gilded Age, an era of rapid industrialization and wealth creation in the United States that began in the 1870s and ended with the introduction of income taxes in 1913 and the outbreak of World War I the following year.

Among Morgan’s many “loads” at the time was a scheme to create a huge international shipping syndicate that could stabilize trade and yield huge returns from the lucrative transatlantic routes. By June of 1902 he had purchased Britain’s prestigious White Star Line for $32 million and combined it with other shipping acquisitions to form a trust called the International Mercantile Marine. In 1904 Morgan installed White Star Line’s largest shareholder, forty-one-year-old J. Bruce Ismay, son of the line’s late founder, as president of the IMM. The second-largest shareholder was Lord William J. Pirrie, the chairman of Harland and Wolff, the Belfast shipbuilders responsible for the construction of White Star’s ships. Pirrie had been the chief negotiator with Morgan’s men and was placed on the board of the new trust. The British government had acceded to Morgan’s flexing of American financial muscle in the acquisition of White Star but had also provided loans and subsidies to the rival Cunard Line for the building of the world’s largest, fastest liners, Lusitania and Mauretania—with the proviso that they be available for wartime service. By the summer of 1907, the Lusitania had made its record-breaking maiden voyage, and Pirrie and Ismay soon hatched White Star’s response. They would use Morgan’s money to build three of the world’s biggest and most luxurious liners. Within a year Harland and Wolff had drawn up plans for two giant ships, and by mid-December the keel plate for the first liner, the Olympic, had been laid. On March 31, 1909, the same was done for a sister ship, to be called Titanic. A third, named Britannic, was to be built later.

For the launch ceremony, there was no beribboned champagne bottle to smash against the bow and no titled dowager to pronounce “I name this ship Titanic.” That was not how White Star did things. Instead, at five minutes past noon, a rocket was fired into the air, followed by two others, and then the nearly 26,000-ton hull began to slide into the River Lagan to cheers and the blowing of tug whistles.

Morgan was no doubt pleased that Millet was sailing on the maiden voyage of the Titanic. He had planned to be on board himself before changing his plans in favor of a stay at a spa at Aix-les-Bains with his mistress.

One Newport acquaintance who hadn’t snubbed Jack Astor was Margaret Tobin Brown, the estranged wife of Denver millionaire James J. Brown. She was sympathetic to marital woes and escaped her own by traveling. That winter, in fact, Mrs. Brown had joined the Astors on their excursion to North Africa and Egypt. In her pocket as she sat near the Astor party on the Nomadic was a small Egyptian tomb figure that she had bought in a Cairo market as a good luck talisman. The voyage Margaret Brown was about to take would immortalize her in books, movies, and a Broadway musical as “the unsinkable Molly Brown,” a feisty backwoods girl whose husband’s lucky strike at a Leadville, Colorado, gold mine vaults her into a mansion in Denver, where she is rebuffed by Mile High society.

While staying at the Ritz in Paris, she had received word that her first grandchild, four-month-old Lawrence Brown Jr., had fallen seriously ill, and she had immediately booked passage home on the earliest available ship. It would therefore have been a rather subdued “Molly” Brown who waited on the Nomadic for the ship that would propel her into legend.

The most somber group of all, however, were the Ryersons of Haverford, Pennsylvania, who were returning home for the funeral of their twenty-one-year-old son, Arthur, a Yale student who been thrown from an open car while motoring on the Easter weekend. The family had received word by telegram in Paris, and Arthur Ryerson Sr. had cabled back to arrange his son’s funeral for April 19, two days after the Titanic was to arrive. His wife, Emily, was being given comfort by two of her daughters, Suzette, aged twenty-one, and Emily, aged eighteen, while thirteen-year-old Jack Ryerson was tended by his tutor, Grace Bowen. The Ryersons were part of Philadelphia Main Line society, named for the fashionable suburban towns built along the Main Line of the Pennsylvania Railroad and a group that would be well represented on the Titanic’s first-class passenger list.

One consequence of this change was the missing binoculars for the lookouts. On the trip to Southampton from Belfast, the lookouts had used the now-departed second officer’s binoculars, which he had locked in a drawer in his cabin before he left the ship. When Lightoller inquired about binoculars for the lookouts, he was told that none were available for them.

6 P.M. on Thursday, April 11, the sound of the Titanic’s bugler was heard on deck, indicating it was time for passengers to dress for dinner. The dress code had been waived on the first night at Cherbourg but from then onward “full dress was always en règle” as the Washington aristocrat and amateur historian Archibald Gracie noted approvingly. For Gracie and the other first-class men, this simply meant donning white tie and tails or a tuxedo, a standard part of any traveling wardrobe. Archie Butt had slightly more sartorial choice since his seven trunks were packed with both his regular and dress uniforms along with civilian evening wear. (At the White House, Archie often changed clothes six times a day.) For this first formal evening he may have simply chosen his regular uniform or even civilian mufti, reserving a show of gold lace for later in the voyage. Most of the women, too, had a different gown packed in tissue paper for each night of the crossing but were saving their most splendid apparel for Sunday or Monday night. The beauty of the women on board “was a subject both of observation and admiration” according to Archibald Gracie.

This display of loveliness, however, took considerable effort, making the “dressing hour” a stressful time for ladies’ maids. The array of undergarments alone would baffle a modern woman, beginning with the corsets that most upper-class women still wore. The formidable whalebone devices of the Victorian era were a thing of the past, as were the padded S-curve corsets that had pushed the bosom forward and the derrière backward in the style so favored by King Edward VII. After 1907 a longer, slimmer look was in fashion and corsets had elastic gusset inserts that were supposed to make them less constricting.

But in 1912 a rebellion against the long reign of the corset was beginning. American debutantes had adopted a “park your corset” fad that year, where the constricting undergarments were shucked and left in dressing rooms at dances and parties. Lucile, Lady Duff Gordon, had introduced a corsetless gown in her spring 1912 collection, and in the current issue of the fashion magazine Dress, which some first-class ladies had probably brought on board, it was noted: “Quite as important as the more frivolous bits of underdress is the brassiere for the woman who wants to look pretty and be comfortable.

Yet the brassiere would not find wide acceptance till after World War I, by which time the corset had finally had its day. On this spring evening in 1912, therefore, only a few of the younger, more fashion-forward women on board, such as Edith Rosenbaum or Madeleine Astor, would have dared to shed their corsets for a brassiere and chemise. Most of the first-class women were helped into their corsets by their lady’s maids, after which they stepped into the various layers of knickers and petticoats that followed. The elegant rustle of undergarments was part of the allure of a well-dressed lady in 1912, and each evening this sound was heard on the Titanic’s grand staircase during the procession down to dinner.

Contrary to popular belief, there was no “captain’s table” where E. J. Smith would entertain a favored selection of passengers each night. Smith normally took his meals at a table for six in the dining saloon or in his cabin, served by his valet or “tiger” as the captain’s attendant was known.

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No one had ever searched for the wreck, which lay in water up to 13,000 feet deep. A company called Big Events had contacted me in early 1977 about looking for it. Through them, I met William H. Tantum, the president of the Titanic Historical Society, an organization devoted to learning about the ship and its passengers. Bill was a sweet guy and a vivid storyteller, a Yankee version of Shelby Foote, the southern historian in Ken Burns’s epic Civil War documentary. When Bill was talking, it was like you were on Titanic with him. He let me look through all the books, maps, and drawings he’d collected, and his passion to find Titanic stirred my own. We backed away from Big Events when we learned that the company wanted to market paperweights from pieces of Titanic’s cables, but Bill and I stuck together and looked for other opportunities.

And so it went: no set policy, but incident piled on incident, all combining to make a mockery of Mr. Harbinson’s assurances that there was “not an atom or a tittle of evidence” to substantiate a charge that any attempt was made to keep back the Third Class passengers. Even Steward Hart’s testimony, heavily relied on by the White Star Line, showed clearly that the men in steerage were held back and that the women had what amounted to an hour’s handicap in the race for the boats.

By now there was no lack of people willing to leave the Titanic, but a new problem arose. The officers in charge of launching the boats were afraid to put too many passengers in them for fear they might buckle and pitch everyone into the sea. Actually, there was no danger of this. Harland & Wolff had designed all the boats on the Olympic and Titanic to be lowered with their full complement of people. In a test on May 9, 1911, the shipyard even loaded one of the Olympic’s boats with weights corresponding to 65 persons, then raised and lowered it six times without any sign of strain. Neither Captain Smith nor his officers seem to have been aware of the test. Harland & Wolff never told them that the boats could be lowered fully loaded; the builders simply assumed they knew this as “a matter of general knowledge.” If they ever knew, nobody remembered it that night. Boat 6 rowed off with a maximum of 28 people; Boat 8 with 39; Boat 2 with 26. Acting on his own, Lightoller decided he might get more people into the boats by utilizing the portside lower deck gangway. He sent six seamen down to open the doors, and ordered the boats, once afloat, to row down to the opening and receive additional passengers. It didn’t work. The doors were never opened; the men sent down were never seen again. They were probably trapped by some sudden inflow of water before they could get the job done.

What were they playing? All agree that the band featured light, cheerful music—ragtime, waltzes, and the comic songs that were then so popular in the London music halls. Survivors specifically recalled Irving Berlin’s “Alexander’s Ragtime Band” and a pretty English melody called “In the Shadows,” the big London hit of 1911. Colonel Gracie couldn’t remember the name of any tune, but he was sure the beat was lively to the end. Nevertheless, the Carpathia had no sooner reached New York than the story spread that the band went down playing “Nearer, My God, to Thee.” The idea was so appealing that it instantly became part of the Titanic saga—as imperishable as the enduring love of the Strauses and the courage of the engineers who kept the lights burning to the final plunge. Yet doubts persist. In the first place, the whole point of the band playing was to keep the passengers’ spirits up, and light music seems best suited to that. As Colonel Gracie observed, “If ‘Nearer, My God, to Thee’ was one of the selections, I assuredly would have noticed it and regarded it as a tactless warning of immediate death, and more likely to create a panic that our special efforts were directed towards avoiding….

About ten miles away Third Officer Charles Victor Groves stood on the bridge of the Leyland Liner Californian bound from London to Boston. A plodding 6,000-tonner, she had room for 47 passengers, but none were being carried just now. On this Sunday night she had been stopped since 10:30 P.M., completely blocked by drifting ice. At about 11:10 Groves noticed the lights of another ship, racing up from the east on the starboard side. As the newcomer rapidly overhauled the motionless Californian, a blaze of deck lights showed she was a large passenger liner. Around 11:30 he knocked on the Venetian door of the chart room and told Captain Stanley Lord about it. Lord suggested contacting the new arrival by Morse lamp, and Groves prepared to do this. Then, at about 11:40, he saw the big ship suddenly stop and put out most of her lights. This didn’t surprise Groves very much. He had spent some time in the Far East trade, where they usually put deck lights out at midnight to encourage the passengers to turn in. It never occurred to him that perhaps the lights were still on … that they only seemed to go out because she was no longer broadside but had veered sharply to port.

Whether or not they had traveled down to Southampton on the boat train that arrived early in the morning of April 10, the musicians would have joined the crowd of second-and third-class passengers streaming toward berths 43/44 of the White Star’s dock, where the majestic Titanic lay with its bow pointed at the Solent. They would have boarded by the second-class entrance on C Deck, toward the back of the ship, and taken the elevator or staircase two flights down to E Deck, where there was a designated musicians’ room on the starboard side with three sets of bunk beds, drawers, a wardrobe, a basin, and a separate cabin in which to store their instruments. A second room, again for 5 musicians was on the port side, squeezed between a room for washing potatoes, and accomodation for its workers. It’s likely that the ‘saloon orchestra’ took the better cabin.1

While the attention of the world was on the glamour and high living of the top decks, the musicians, along with stewards, nurses, clerks, cooks, waiters, and other second-and third-class passengers were down below, not far from the casings of the ship’s engines, in what the crew jokingly referred to as “the glory hole.” They would have perhaps been on board by 10:00 or 10:30 a.m., preparing for the arrival of the first-class passengers who were traditionally played on to the ship and offered a glass of champagne from a silver tray.

Passenger ships continued crossing the Atlantic during the early part of the war in the belief that they were of no strategic value to the enemy. That view changed on May 7, 1915, when a German U-boat sank the Lusitania off the Irish coast, with the loss of 1,198 lives, an action that helped drag America into the war. The Arabic, the ship that had brought Wallace Hartley’s body back from Boston, was torpedoed in August 1915. The great liners were repainted in dull grays or with dazzle camouflage and put to military use. The Olympic became a troop ship, as did the Megantic. The Mauretania at first carried troops during the campaign in Gallipoli, and then became a floating hospital. The Oruba was scuttled in Greece to create a breakwater, the Carmania became an Armed Merchant Cruiser fitted with eight 4.7-inch guns, and a U-boat sank the Carpathia off the east coast of Ireland in July 1918.

The staff of the First Class à la carte restaurant were having the hardest time of all. They were neither fish nor fowl. Obviously they weren’t passengers, but technically they weren’t crew either. The restaurant was not run by the White Star Line but by Monsieur Gatti as a concession. Thus, the employees had no status at all. And to make matters worse, they were French and Italian—objects of deep Anglo-Saxon suspicion at a time like this in 1912. From the very start they never had a chance. Steward Johnson remembered seeing them herded together down by their quarters on E Deck aft. Manager Gatti, his Chef and the Chefs Assistant, Paul Maugé, were the only ones who made it to the Boat Deck. They got through because they happened to be in civilian clothes; the crew thought they were passengers.

At 12:05 A.M.—25 minutes after that bumping, grinding jar—Captain Smith ordered Chief Officer Wilde to uncover the boats … First Officer Murdoch to muster the passengers … Sixth Officer Moody to get out the list of boat assignments … Fourth Officer Boxhall to wake up Second Officer Lightoller and Third Officer Pitman. The Captain himself then walked about 20 yards down the port side of the Boat Deck to the wireless shack.

could have been worse. The Titanic was certified to carry 3,547 passengers and crew, but due to the slack season and uncertainties of travel during the coal strike, she was only two-thirds full. Also, the Board of Trade regulations required her to carry boats for only 962 persons, but the White Star Line liked little flourishes and threw in space for an extra 216. In a “worst case” situation the Titanic might lawfully have gone to sea with lifeboats for only 27% of her passengers and crew.

In steerage, the other place where there was big money to be made, “boats for all” would be even more costly. In calculating the number of lifeboats needed, the Board of Trade used a simple rule of thumb: each person took up ten cubic feet of space. Hence 1,134 steerage passengers—the number the Titanic was certified to carry—would require 11,340 cubic feet of space. This translated into 19 lifeboats required for steerage alone…or nearly 60 boats, counting everybody. Almost any owner would prefer to use most of this space in some revenue-producing way—if he could persuade himself that the boats weren’t really necessary.

Oddly enough, while the Third Class passengers were having such a hard time, many of the lifeboats were leaving the Titanic only half-filled. Considering that at best there was room for only half those on board the ship, it seems incredible that the space available—good for 1,178 people—was occupied by only 705. There was room for another 473—far more than enough for all the women and children lost. Why wasn’t it used? At the bottom of the trouble was the lack of organization that characterized the whole night. The Titanic had never held a boat drill, and few of the crew had any experience in handling the davits. They had boat assignments, but these had only been posted the day after leaving Queenstown. Few had bothered to look up their stations. The manning of the boats was hopelessly haphazard: No. 6 had a crew of only two; No. 3 had 15. The passengers had no boat assignments at all. They simply milled around the decks waiting for someone to tell them what to do, but there were no clear lines of authority. Later it was said that First Officer Murdoch was in charge on the starboard side, Second Officer Lightoller on the port. But Lightoller never got aft of the first four boats, nor had anything to do with the first boat, No. 2. The junior officers didn’t seem to have any assignments, and nobody even remembered to wake up Fifth-Officer Lowe. Finally aroused by some unusual noise on the Boat Deck, he looked out and saw passengers standing around in life belts.

Then there was the recurring problem of class distinction. At least some of the crew, and passengers too, believed that the boats were reserved for the class where they were located. When two Second Class ladies asked an officer if they could pass to the forward boats in First Class space, passenger Lawrence Beesley heard the officer reply, “No, madam, your boats are down on your deck.

No firm procedure was ever followed. In the end, some of the boats were loaded from the Boat Deck, others from the Promenade Deck—meaning that the passengers were often not where the boats were.

Finally, early in March 1912, a delegation from the union waited upon Bruce Ismay. As Managing Director of the White Star Line, Ismay was a mover and shaker in the British shipping industry, and maybe he could be persuaded to do something. The great Olympic was about to sail from Southampton, and the delegation pointed out that her five-man band was being paid at less than union scale, supplemented only by the monthly shilling that White Star paid to make them officially members of the crew. If the delegation expected to melt Ismay’s heart, they didn’t know their man. He replied that if the union objected to White Star carrying its bandsmen as members of the crew at a shilling a month, the company would carry them as passengers. Sure enough, when the Olympic reached New York on March 20, her five musicians were listed as Second Class passengers. All had regular tickets, and all had to appear before the immigration officials in the usual way. As a crowning irony in view of the reason for this masquerade, all had to produce $50 in cash to show that they were not destitute.

The masquerade continued when the Titanic sailed. She, of course, had not only the standard five-man band, but the special trio added for the Café Parisien. Hence there were now eight extra names on the Second Class passenger list. Otherwise nothing had changed: the musicians still had the cramped quarters on E Deck (next to the potato washer), and certainly none of the “perks” of passengers. When they played the last night, they played as disciplined members of the ship’s crew, not as a group of talented passenger-volunteers.

It was natural, then, for the musicians’ families to turn first to the White Star Line for financial benefits under the Workmen’s Compensation Act. Sorry, said White Star, the bandsmen were Second Class passengers and not covered by the Act. The Line suggested that the families contact C. W. and F. N. Black, the real employers. Sorry, said the Blacks. The problem wasn’t their responsibility. They carried insurance to cover such matters, and any claims should be laid at the insurer’s door. Sorry, said the insurance company, the bandsmen were not workmen as covered by the policy. They were independent contractors, using the Blacks as a booking agency, and the insurance company was under no liability. Months passed while White Star, the Blacks, and the insurer tossed this hot potato back and forth. Finally, in exasperation the families took the Blacks to court. The judge was sympathetic, but that was all. The bandsmen, he decided, were not the employees of anybody. They were passengers in the case of the White Star Line, and independent contractors in the case of the Blacks and the insurers.

thrown snowballs with Edith Rosenbaum only an hour earlier. In all, there were twenty-eight passengers in this lifeboat; apart from three crew members, all of them were from first class. The lifeboat had a capacity to hold sixty-five.

Although there is a human settlement at Jakobshavn, Greenland is an inhuman landscape of never-ending wastes.

One of the library occupants was Lawrence Beesley, a Dulwich College science master seeking new chances in America (his small son grew up to marry Dodie Smith, the author of The 101 Dalmatians).

had gone to work in Worcester’s famous Washburn & Moen barbed wire factory: Swedes were preferred by employers there because, unlike the Irish, they did not tend to get either fighting drunk or unionized.

Electric light!” I said. We’d never had electric light at home, just gaslight and candles, and the only taps were in the kitchen and the back scullery. “Well, this is good!” said Ma. “Daisy, when we get to New York I won’t want to get off this ship!” By midday I didn’t know if she’d even get out of her bunk. It was a nice enough day and not a bit stormy, but the rocking of the ship in the water made her queasy before we even started moving. The boys wanted to go on deck so I had to go with them, and we joined the masses of third-class passengers climbing up to the fresh air.

A “pivot” is supposed to recall a ballerina’s demi détourné, a delicate change of course as graceful as it (hopefully) seems intentional. In reality, a startup’s pivot is a panicked sprint comparable to that of a Titanic passenger who’s spotted the last open life raft.

a companion at a restaurant along the Chicago River mentioned that a steamship had tipped over nearby in 1915, killing more passengers than had perished on the Titanic.

It was as though all the passengers on the Titanic were roped together, and the fattest guy had just fallen overboard.

It is related that on the night of the disaster, right up to the time of the Titanic’s sinking, while the band grouped outside the gymnasium doors played with such supreme courage in face of the water which rose foot by foot before their eyes, the instructor was on duty inside, with passengers on the bicycles and the rowing-machines, still assisting and encouraging to the last. Along with the bandsmen it is fitting that his name, which I do not think has yet been put on record—it is McCawley —should have a place in the honorable list of those who did their duty faithfully to the ship and the line they served.

was told a steerage passenger had been shot while trying to leap into a lifeboat

within the realm of possibility that the ship could have been saved, and more likely that the Carpathia would have reached the Titanic in time to save all of her passengers.

That morning Captain Rostron had considered several places he might land his more than seven hundred unexpected passengers. He’d first considered the Azores so that he could continue to the Mediterranean as scheduled; then Halifax, which was the nearest port. But on seeing the survivors come aboard, many of them in a distressed state and some in need of medical attention, it soon became clear that he should take them directly to New York. Rostron decided to visit Bruce Ismay to discuss the decision with him but the shattered White Star chairman quickly gave his agreement to whatever the captain thought was best. It was Rostron who had earlier prompted a dazed Ismay to send a wireless message notifying the White Star Line’s New York office about the accident. To Philip Franklin, the U.S. vice president of White Star’s parent company, the International Mercantile Marine, Ismay had written: Deeply regret advise you Titanic sank this morning after collision iceberg, resulting serious loss life. Full particulars later. Bruce Ismay.

After napping for almost an hour behind a stove in the galley, Norris Williams had awakened and gone out on deck just as the Carpathia was departing. But with his legs still feeling very numb and painful, he made his way to the ship’s hospital. A surgeon who was helping Dr. McGee examined Norris and expressed grave concern about the state of his legs. He thought that amputation might be necessary and cheerfully ventured that this could even be done on board before the ship reached New York. But there was a chance, he thought, that the young tennis player might be able to save his legs if he were to exercise them continually. Norris seized on this option and resolved to walk the decks day and night. First, however, he found a change of clothes and steeped himself in a hot bath.

Captain Rostron paid another visit to Ismay’s room that morning. He had received a wireless message from the Olympic proposing that the Titanic’s passengers be transferred to her. Rostron thought that putting the survivors into boats for a second sea transfer was a very bad idea. Even the sight of a ship that so closely resembled the Titanic might stir up panic among the survivors. Ismay agreed emphatically—the Olympic should stay out of sight. On board the sister liner, however, Frank Millet’s friend Daniel Burnham had been told that they were steaming to the rescue of the Titanic’s passengers, and he was preparing to give up his suite to Frank and Archie Butt. He could use the time on board with Frank to prepare him for the next meeting of the Lincoln Memorial Commission. In a letter waiting for Frank in New York, Burnham had written, “The rats swim back and begin to gnaw at the same old spot the moment the dog’s back is turned,” the “rats” being several congressmen who were still pushing for John Russell Pope’s design over that of Henry Bacon. The letter had concluded, “I leave the thing confidently in your hand.” When a list of the Titanic’s survivors was posted on the Olympic’s notice board the next morning, however, Burnham saw that Millet’s name was not on it. In his diary entry for April 16, the ailing architect recorded the news of the Titanic’s loss and noted that “Frank D. Millet, whom I loved, was aboard of her … and probably [has] gone down.” Burnham himself would die two weeks later, but the classical white temple he had championed for the Lincoln Memorial would prevail—a tribute to the architect’s persistence and that of the friend he loved.

The Olympic’s Marconi operators were relaying all the messages from the Carpathia to stations onshore, due to the Cunard liner’s limited wireless range. Marconi forms had been distributed to the survivors that morning but many of their messages would not be sent for another day or two—if at all. Captain Rostron had instructed that the first priority was to transmit a list of the survivors. The Carpathia’s chief purser and his assistant were busy compiling the names of passengers while Lightoller worked on the list of the surviving crew and engine room staff and a senior steward gathered the names of the cooks and stewards. The grim tally would come to 712 people rescued from a ship that had held 2,209. Over two-thirds of those on board the Titanic had perished.

By early afternoon the Carpathia had passed the last of the ice and could begin to pick up speed, but at 4:00 p.m its engines were stopped. Father Anderson then appeared on deck in his clerical garb, followed by Carpathia crewmen carrying four corpses sewn into canvas bags. These were the bodies of two male passengers, one fireman, and one seaman, that had been brought aboard from the lifeboats. Each of the canvas bags in turn was laid on a wide plank and covered with a flag. As the words “Unto Almighty God we commend the soul of our brother departed, and we commit his body to the deep” were read aloud, the bodies were tipped into the sea one at a time. A large crowd stood nearby with heads bared. The canvas bags had been weighted so that the bodies would fall feet first but one of them struck the water flat. A Carpathia passenger wrote that he would never forget the sound of that splash. One of those buried at sea was first-class passenger William F. Hoyt, the heavy man who had been pulled into Boat 14 and died shortly thereafter. When May Futrelle learned that a large man had been lifted into one of the lifeboats, she questioned the crew of Boat 14 but soon realized that the man they described could not have been her husband. She also heard that Archibald Gracie had been pulled under with the ship and worked up her courage to ask him if he had suffered as he was being dragged down. Gracie reassured her that if he had never come up, he would have had no more suffering, giving May some comfort that perhaps Jacques had not endured an agonizing death. That afternoon Charles Lightoller had a serious talk with the three other surviving officers, Pitman, Boxhall, and Lowe, about what lay ahead. It was agreed that their best hope for escaping what Lightoller called “the inquisition” that awaited in New York was to immediately board the Cedric, scheduled to sail for Liverpool on Thursday. Their case was taken to Bruce Ismay who sent a message to Philip Franklin suggesting that the Cedric be held for the Titanic’s crew and himself. Ismay also asked that clothes and shoes be put on board for him. The cable was signed “Yamsi,” his coded signature for personal messages.

With a historian’s eye, Archibald Gracie attempted to separate truth from fantasy as he listened to the survivors’ stories, a potential book beginning to form in his mind. Second Officer Lightoller and Third Officer Pitman regularly stopped by the small cabin Gracie shared with Hugh Woolner to discuss various aspects of the disaster. All agreed that the explosions heard during the sinking could not have been the ship’s boilers blowing up. From the discovery of the severed wreck in 1985 we now know that the “explosions” were actually the sound of the ship being wrenched apart. But Gracie and Lightoller firmly believed that the ship had sunk intact—a view that would become the prevailing opinion for the next seventy-three years. Gracie thought that Norris Williams and Jack Thayer, “the two young men cited as authority … of the break-in-two theory,” had confused the falling funnel for the ship breaking apart. But both Williams and Thayer knew exactly what they had seen, as did some other eyewitnesses. On the Carpathia, Jack Thayer described the stages of the ship’s sinking and breaking apart to Lewis Skidmore, a Brooklyn art teacher, who drew sketches that were later featured in many newspapers. The inaccuracies in Skidmore’s drawings, however, only bolstered the belief that the ship had, in fact, sunk intact. And what of the most famous Titanic legend of all—that the band played “Nearer My God to Thee” as the ship neared its end? It’s often claimed that this was a myth that took hold among survivors on the Carpathia and captivated the public in the aftermath of the disaster. None of the musicians survived to confirm or deny the story, but Harold Bride noted that the last tune he heard being played as he left the wireless cabin was “Autumn.” For a time this was believed to be a hymn tune by that name, but Walter Lord proposed in The Night Lives On that Bride must have been referring to “Songe d’Automne,” a popular waltz by Archibald Joyce that is listed in White Star music booklets of the period. Historian George Behe, however, has carefully studied the survivor accounts regarding the music that was heard during the sinking and has found credible evidence that “Nearer My God to Thee” and perhaps other hymns were played toward the end. Behe also recounts that the orchestra’s leader, Wallace Hartley, was once asked by a friend what he would do if he ever found himself on a sinking ship. Hartley replied, “I don’t think I could do better than play ‘O God, Our Help in Ages Past’ or ‘Nearer My God to Thee.’ ” The legendary hymn may not have been the very last tune played on the Titanic but it seems possible that it was heard on the sloping deck that night.

President Taft, too, was preoccupied by the fate of his aide and frustrated by his inability to receive word of whether Archie might be on board the rescue ship. On Tuesday, Taft instructed the secretary of the navy to send out two scout cruisers, the Salem and the Chester, to establish radio contact with the Carpathia.

In New York, the city was in the grip of Titanic fever. Flags flew at half-staff, the Henry Harris theaters were dark, and even Macy’s department store had closed out of respect for Isidor and Ida Straus. Police had been called in to control the crowds in front of the White Star office at 9 Broadway.

In London similar scenes played out as names were posted at Oceanic House, White Star’s London office, near Trafalgar Square. Southampton was the hardest-hit city of all since that was where most of the crew and victualing staff lived—of whom only 212 out of 885 had survived.

At the White House that morning, Taft had met with Senator William Alden Smith of Michigan, who was also heading to New York for the Carpathia’s arrival. Smith was carrying subpoenas requiring J. Bruce Ismay and the Titanic’s officers and crew to give testimony at a U.S. Senate inquiry into the disaster. The senator had read Ismay’s intercepted “Yamsi” wireless messages that revealed his intention to spirit himself and the Titanic’s crew out of American jurisdiction as quickly as possible. Smith intended to head this off and hand Ismay the subpoena in person, and Taft had offered the senator his full support for the investigation.

Yet the New York arrival time was not measured by when the liner docked but by when it passed the Ambrose Lightship, a navigation beacon moored off Sandy Hook, New Jersey, where it marked the main channel into New York harbor. On her maiden voyage the Olympic had passed the Ambrose Lightship at 2:24 a.m. on Wednesday, June 21, 1911. Ismay knew that to beat the Olympic’s maiden crossing record and “arrive on Tuesday,” the Titanic had simply to pass the Ambrose Lightship before midnight and best her sister’s time by only two and a half hours. On her second westbound crossing, the Olympic had, in fact, reached the lightship at 10:08 p.m. on Tuesday, July 18. With the Titanic already achieving average speeds of just under twenty-two knots over the last two days, she was well on her way to making the Tuesday arrival that Ismay had so enthusiastically predicted.

In an unpublished memoir, Helen also pictures “the Two,” as she calls herself and Woolner, standing together at the prow of the ship. “As her bow cut into the waves, throwing tons of water to right and left in playful intent,” she wrote, “her indifference to mankind was significant. How grand she was, how superb, how titanic.” This depiction prefigures the famous pose of the lovers in James Cameron’s cinematic epic, but since the ship’s forecastle deck was off-limits to passengers, it may be also be a fanciful one.

On the passenger list a “Mr. and Mrs. Morgan” appear as the residents of portside cabins A-16 and A-20 when, in fact, these rooms were occupied by Sir Cosmo and Lady Duff Gordon. The “Morgan” pseudonym was likely employed to allow the Duff Gordons a quiet crossing, free from a flurry of shipboard invitations that would have required Lucile to spend her time charming the wealthy ladies who formed so much of her clientele. And for her husband, a reserved Scottish baronet, seven days of making small talk with ostentatious Americans would have been a week of purgatory. Sir Cosmo particularly detested the New York reporters who would be waiting at the pier to pester his wife with impertinent questions if they knew that she was on board. Lucile did not travel often with her husband, but this trip required his steady business hand as she was about to negotiate the lease for larger premises for the New York branch of Lucile Ltd. It was business that had first brought them together—Cosmo had invested in her fledgling fashion house in 1895—but he had soon become captivated by the small, spirited woman behind the enterprise. His mother, however, was adamantly opposed to a “scandalous union” with a divorcée, so they were not married until after her death in 1900.

Tea gowns, or “teagies” as they were known, were worn without corsets at teatime—a time of day when gentlemen called on their mistresses—and they were filmy, pretty creations designed with just a hint of the boudoir.

Among her female friends, lesbians were particularly prominent: her closest friends in New York were Elsie de Wolfe and her partner, the theatrical agent Bessie Marbury, as well as Anne Morgan and her lover Ann Harriman Vanderbilt, and in Paris she was friendly with the lesbian novelist Natalie Barney and her circle. Lucy admired these independent, forthright women, and according to Randy Bryan Bigham, “a sexual ambiguity on Lucy’s part is possible.

Even in worship, the distinction of classes was observed on the Titanic; assistant purser Reginald Barker conducted the service for second-class passengers in their dining saloon, and a Catholic mass was held in the second-class lounge by Father Thomas Byles, followed by one for those in third class. (There was no Sabbath observance for the significant number of Jews on board, though kosher food was available in all classes.)

The steamship Californian had advised at 6:30 p.m. that it had seen three large bergs five miles to the southwest, but this message wasn’t received by the Titanic’s Marconi Room. Junior operator Harold Bride was then writing up the day’s accounts and letting the equipment cool down after a very busy day. An hour later, when the transmitter was operating again, he intercepted the same message being sent from the Californian to the Antillian and delivered it to the bridge. By then Second Officer Lightoller had returned from dinner, and on his arrival, Murdoch had remarked on how the temperature had gone down four degrees, to thirty-nine degrees Fahrenheit, in the half hour that he had been gone. Within an hour it would drop to just above freezing. The passengers, too, were aware of the plunging temperatures, and according to Margaret Brown, some of the women wore warm wraps over their evening dresses to dinner.

As Millet, Archie Butt, and Clarence Moore passed through the dining saloon that Thursday evening, a likely table to have received friendly greetings was the one occupied by Colonel Archibald Gracie IV and his two companions, Edward Austin Kent, a Buffalo architect, and a New York clubman named James Clinch Smith. The affable Gracie was the most outgoing of the three and had the polished manners of a man from an old and distinguished family. His great-grandfather, Archibald Gracie I, was a Scottish-born shipping magnate who in 1799 had built a large Federal-style home in Manhattan overlooking the East River that is now known as Gracie Mansion, the official residence of the mayor of New York.

45 P.M. on that Friday evening a wireless message was received from the captain of the French liner La Touraine saying that they had “crossed [a] thick ice-field” and had then seen “another ice-field and two icebergs” and giving the positions of the ice and that of a derelict ship they had spotted. Captain Smith sent his thanks and compliments back and commented on the fine weather. While adding this information to the map in the chart room, Fourth Officer Boxhall remarked to the captain that La Touraine’s positions were of no use to them since French ships always took a more northerly course.

And another ice warning message that came into the Marconi Room at about nine-forty may not have struck operator Jack Phillips as being terribly pressing either. He had already delivered several ice messages to the bridge, and this one from the Mesaba, describing “heavy pack ice and great number large icebergs, also field ice,” likely didn’t seem very different from the others. He may have set it aside, as he had just made contact with the wireless station at Cape Race, Newfoundland, and was busily transmitting passenger messages. Second Officer Lightoller would later claim that this all-important message, indicating that not just random icebergs but a huge ice field lay directly ahead of the Titanic, went undelivered. As Lightoller left the bridge, he mentioned to Murdoch that he estimated they should reach the ice at around eleven o’clock.

Just before eleven, Jack Phillips was busily transmitting passenger messages when the Californian’s call blasted into his headset: “Say, old man, we are stopped and surrounded by ice.” An exhausted Phillips angrily tapped back, “Keep out! Shut up! I am busy. I am working Cape Race.” The Californian’s operator listened in as Phillips apologized to Cape Race for the interruption and asked for a repeat of the last message. Twenty-five minutes later the Californian’s wireless man could still hear Phillips sending messages to Newfoundland, so at 11:35 he took off his headset, turned off his equipment, and went to bed.

The fact that the Titanic slowly resumed her course after hitting the iceberg is not included in many accounts of the disaster but it was noted by several others on board besides Lawrence Beesley. Quartermaster Alfred Olliver later testified that Captain Smith gave the “Half Speed Ahead” order for the engines not long after the collision. The captain had by then sent Fourth Officer Boxhall below on a tour of inspection, so it seems likely that he thought the ship would have to limp in to New York or Halifax under its own steam and that they could proceed slowly in the meantime. By best estimates, the ship moved forward for about ten minutes and may have stopped when Chief Officer Wilde reported to Smith that the forepeak tank, a water ballast tank deep in the forward bow, was taking in seawater.

When the fourth officer entered the post office on G deck, the mail clerks were hastily pulling armfuls of envelopes out of the sorting racks. On looking down into the lower storage room, he saw mailbags floating in water. When Boxhall reported this to the bridge, the captain gave the order for the lifeboats to be uncovered and went below to see the damage for himself. The ship’s designer, Thomas Andrews, was already making his own inspection tour of the lower decks. He went into the post office and soon dispatched a mail clerk to find the captain. The clerk hurried along the corridor and returned with Captain Smith and Purser McElroy. After they had viewed the damage, Andrews was overheard saying to Smith, “Well, three have gone already, Captain.” Andrews was undoubtedly referring to three of the ship’s bulkheads that divided the ship into the watertight compartments that gave the Titanic its reputation for unsinkability. With only three compartments flooded, however, there was a chance that the pumps could stay ahead of it. The captain then returned to the bridge and gave the order for women and children to go up on deck with lifebelts. Thomas Andrews, meanwhile, continued his inspection. At around twelve-twenty-five William Sloper saw Andrews racing up the staircase with a deeply worried look on his face. As the ship’s designer passed by Dorothy Gibson, she put her hand on his arm and asked him what had happened. Andrews simply brushed past the prettiest girl and continued upward three stairs at a time. He had just discovered that two more watertight compartments had been breached. Andrews knew how serious this was. The bulkhead between the fifth and sixth compartments extended only as high as E deck. As the ship was pulled down at the bow, the water would spill over it into the next compartment, and then the next, until the ship inevitably sank. In all his planning at Harland and Wolff, he had never imagined a scenario such as this. Andrews informed the captain that the ship had only an hour left to live—an hour and a half at best. Smith immediately told Fourth Officer Boxhall to calculate the liner’s position and take it to the Marconi Room so the call for assistance could be sent out. He also gave orders to muster the passengers and crew.