“I was in bed and asleep,” he said. “The ship was not going at full speed, as has been printed, because full speed would be from seventy-eight to eighty revolutions, and we were making only seventy-five. After the impact with the iceberg I dressed and went on deck. I asked the steward what the matter was and he told me. Then I went to Captain Smith and asked him if the ship was in danger and he told me he thought she was.”
Ismay said that he went on the bridge and remained there for some time and then lent a hand in getting the life-boats ready. He helped to get the women and children into the boats.
Ismay said that no other executive officer of the steamship company was on board, which practically made him the sole master of the vessel the minute it passed beyond the control of the captain and his fellow-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 the ship. He said:
“The boat was ready to be lowered away and the officer called out if there were any more women or children to go or any more passengers on deck, but there was none, and I got on board.”
Captain Rostron, of the Carpathia, followed Mr. Ismay. He said the first message 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 had given her position. I set a course to pick up the Titanic, which was fifty-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 the Titanic. I told the first officer to stop all deck work, get out the life-boats and be ready for any emergency. The chief steward and doctors of the Carpathia I called to my office and instructed as to their duties. The English doctor was assigned to the first class dining room, the Italian doctor to the second class dining room, the Hungarian doctor to the third class dining room. They were instructed to be ready with all supplies necessary for any emergency.”
{illust. caption = DIAGRAM SHOWING THE PROXIMITY OF OTHER STEAMSHIPS TO THE TITANIC ON NIGHT OF DISASTER.}
The captain told in detail of the arrangements made to prepare the life-boats and the ship for the receipt of the survivors.
Then with tears filling his eyes, Captain Rostron said he called the purser. “I told him,” said Captain Rostron, “I wanted to hold a service of prayer—thanksgiving for the living and a funeral service for the dead. I went to Mr. Ismay. He told me to take full charge. An Episcopal clergyman was found among the passengers and he conducted the services.”
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, your ship being much smaller than the Titanic, which also carried twenty life-boats?” Senator Smith asked.
“No. The Titanic was supposed to be a life-boat herself.”
Why so few messages came from the Carpathia was gone into. Captain Rostron declared the first messages, all substantially the same, were sent to the White Star Line, the Cunard Line and the Associated Press. Then the first and second cabin passenger lists were sent, when the wireless failed.
Senator Smith said some complaint had been heard that the Carpathia had not answered President Taft’s inquiry for Major Butt. Captain Rostron declared a reply was sent, “Not on board.”
Captain Rostron declared he issued orders for no messages to be sent except upon orders from him, and for official business to go first, then private messages from the Titanic survivors in order of filing.
Absolutely no censorship was exercised, he said. The wire-less continued working all the way in, the Marconi operator being constantly at the key.
Guglielmo Marconi, the wireless inventor, was the next witness.
Marconi said he was chairman of the British Marconi Company. Under instructions of the company, he said, operators must take their orders from the captain of the ship on which they are employed.
“Do the regulations prescribe whether one or two operators should be aboard the ocean vessels?”
“Yes, on ships like the late Titanic and Olympic two are carried,” said Marconi. “The Carpathia, a smaller boat, carries one. The Carpathia’s wireless apparatus is a short-distance equipment.”
“Do you consider that the Titanic was equipped with the latest improved wireless 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 almost providentally?” 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 the key?”
“Yes; but ship-owners don’t like to carry two operators when they can get along with one. The smaller boat owners do not like the expense of two operators.”
Charles Herbert Lightoller, second officer of the Titanic, followed Marconi on the stand. Mr. Lightoller said he understood the maximum speed of the Titanic, as shown by its trial tests, to have been twenty-two and a half to twenty-three knots. Senator Smith asked if the rule requiring life-saving apparatus to be in each room for each passenger was complied with.
“Everything was complete,” said Lightoller. “Sixteen life-boats, of which four were collapsible, were on the Titanic,” he added. During the tests, he said, Captain Clark, of the British Board of Trade, was aboard the Titanic to inspect its life-saving equipment.
“How thorough are these captains of the Board of Trade in inspecting ships?” asked Senator Smith.
“Captain Clark is so thorough that we called him a nuisance.”
After testifying to the circumstances under which the life-boats were filled and lowered, Lightoller continued. “The boat’s deck was only ten feet from the water when I lowered the sixth boat. When we lowered the first, the distance to the water was seventy feet.”
“If the same course was pursued on the starboard side as you pursued on the port, in filling boats, how do you account for so many members of the crew being saved?” asked Chairman Smith.
“I have inquired especially and have found that for every six persons picked up, five were either firemen or stewards.”
Thomas Cottam, of Liverpool, the Marconi operator on the Carpathia, was the next witness.
Cottam said that he was about ready to retire Sunday night, having partially removed his clothes, and was waiting for a reply to a message to the Parisian when he heard Cape Cod trying to call the Titanic. Cottam called the Titanic operator to inform him of the fact, and received 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 should report the distress message to the captain of the Carpathia.”