Sinking of the Titanic and Great Sea Disasters Part 39

CRIMINAL AND COWARDLY CONDUCT CHARGED--PROPER CAUTION NOT EXERCISED WHEN PRESENCE OF ICEBERGS WAS KNOWN--SHOULD HAVE STAYED ON BOARD TO HELP IN WORK OF RESCUE--SELFISH AND UNSYMPATHETIC ACTIONS ON BOARD THE CARPATHIA--ISMAY'S DEFENSE--WILLIAM E. CARTER'S STATEMENT

FROM the moment that Bruce Ismay's name was seen among those of the survivors of the t.i.tanic he became the object of acrid attacks in every quarter where the subject of the disaster was discussed. Bitter criticism held that he should have been the last to leave the doomed vessel.

His critics insisted that as managing director of the White Star Line his responsibility was greater even than Captain Smith's, and while granting that his survival might still be explained, they condemned his apparent lack of heroism. Even in England his survival was held to be the one great blot on an otherwise n.o.ble display of masculine courage.

A prominent official of the White Star Line shook his head meaningly when asked what he thought of Ismay's escape with the women and children. The general feeling seemed to be that he should have stayed aboard the sinking vessel, looking out for those who were left, playing the man like Major b.u.t.t and many another and going down with the ship like Captain Smith.

He was also charged with urging a speed record and with ignoring information received with regard to icebergs.

FEELING IN ENGLAND

The belief in England was that the captain of the Carpathia had acted under Ismay's influence in refusing to permit any account of the disaster to be transmitted previous to the arrival of the vessel in New York. Ismay's telegram making arrangements for the immediate deportation of the survivors among the t.i.tanic's crew was taken to be part of the same scheme to delay if not to prevent their stories of the wreck from being obtained in New York.

Another circ.u.mstance which created a damaging impression was Ismay's failure to give the names of the surviving crew, whose distraught families were ent.i.tled to as much consideration as those whose relatives occupied the most expensive suites on the t.i.tanic. The anguish endured by the families of members of the crew was reported as indescribable, and Southampton was literally turned into a city of weeping and tragic pathos. 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 as selfish and unwarrantable.

"For G.o.d's sake get me something to eat, I'm starved. I don't care what it costs or what it is. Bring it to me."

This was the first statement made by Mr. Ismay a few minutes after he was landed on the Carpathia. It is vouched for by an officer of the Carpathia who requested that his name be withheld. This officer gave one of the most complete stories of the events that took place on the Carpathia from the time she received the t.i.tanic's appeal for a.s.sistance until she landed the survivors at the Cunard Line pier.

"Ismay reached the Carpathia in about the seventh life-boat," said the officer. "I didn't know who he was, but afterward I heard the other members of the crew discussing his desire to get something to eat the minute he put his foot on deck. The steward who waited on him reported that Ismay came dashing into the dining room and said.

"'Hurry, for G.o.d'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.'"

"The steward brought Ismay a load of stuff and when he had finished it he handed the man a two dollar bill. 'Your money is no good on this ship,' the steward told him.

"'Take it,' insisted Ismay. 'I am well able to afford it. I will see to it that the boys of the Carpathia are well rewarded for this night's work.'

"This promise started the steward making inquiries as to the ident.i.ty of the man he had waited on. Then we learned that he was Ismay. I did not see 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 he had wired that the steamer Cedric be held for himself and officers and members of the crew; but public sentiment and subpoenas of the Senate's investigating committee prevented. In the face of the criticism aimed against him Mr. Ismay issued a long statement in which he not only disclaimed responsibility for the t.i.tanic's fatal collision, but also sought to clear himself of blame for everything that happened after the big ship was wrecked.

He laid the responsibility for the tragedy on Captain Smith.

He expressed astonishment that his own conduct in the disaster had been made the subject of inquiry. He denied that he gave any order to Captain Smith. His position aboard was that of any other first cabin pa.s.senger, he insisted, and he was never consulted by the captain. He denied telling anyone that he wished the ship to make a speed record. He called attention to the routine clause in the instructions to White Star captains ordering them to think of safety at all times. He did not dine with the captain, he said, and when the ship struck the berg, he was not sitting with the captain in the saloon.

The managing director added that he was in his stateroom when the collision occurred. He told of helping to send women and children away in life-boats on the starboard side, and said there was no woman in sight on deck when he and William E. Carter, of Bryn Mawr, Pa., entered the collapsible boat--the last small craft left on that side of the vessel. He a.s.serted that he pulled an oar and denied that in sending the three messages from the Carpathia, urging the White Star officials to hold the Cedric for the survivors of the t.i.tanic's officers and crew, he had any intention to block investigation of the tragedy. Ismay a.s.serted that he did not know there was to be an investigation until the Cunarder docked.

Mr. William E. Carter, of Bryn Mawr, who, with his family, was saved, confirmed Mr. Ismay's a.s.sertions.

"Mr. Ismay's statement is absolutely correct," said Mr. Carter. "There were no women on the deck when that boat was launched. We were the very last to leave the deck, and we entered the life-boat because there were no women to enter it.

"The deck was deserted when the boat was launched, and Mr. Ismay and myself decided that we might as well enter the boat and pull away from the wreck. If he wants me, I a.s.sume that he will write to me.

"I can say nothing, however, that he has not already said, as our narratives are identical; the circ.u.mstances under which we were rescued from the t.i.tanic were similar. We left the boat together and were picked up together, and, further than that, we were the very last to leave the deck.

"I am ready to go to Washington to testify to the truth of Mr. Ismay's statement, and also to give my own account at any time I may be called upon. If Mr. Ismay writes to me, asking that I give a detailed account of our rescue I will do so."

CHAPTER XXIII. THE FINANCIAL LOSS

t.i.tANIC NOT FULLY INSURED--VALUABLE CARGO AND MAIL--NO CHANCE FOR SALVAGE--LIFE INSURANCE LOSS--LOSS TO THE CARPATHIA

SO great was the interest in the tragedy and so profound the grief at the tremendous loss of life that for a time the financial loss was not considered. It was, however, the biggest ever suffered by marine insurance brokers.

The value of the policy covering the vessel against all ordinary risks was $5,000,000, but the whole of this amount was not insured, because British and Continental markets were not big enough to swallow it.

The actual amount of insurance was $3,700,000, of which the owners themselves held $750,000.

As to the cargo, it was insured by the shippers. The company has nothing to do with the insurance of the cargo, which, according to the company's manifest, was conservatively estimated at about $420,000. Cargo, however, was a secondary matter, so far as the t.i.tanic was concerned.

The ship was built for high-priced pa.s.sengers, and what little cargo she carried was also of the kind that demanded quick transportation.

The t.i.tanic's freight was for the most part what is known as high-cla.s.s package freight, consisting of such articles as fine laces, ostrich feathers, wines, liquors and fancy food commodities.

LOST MAIL MAY COST MILLIONS

Prior to the sailing of the vessel the postal authorities of Southampton cabled the New York authorities that 3435 bags of mail matter were on board.

"In a load of 3500 bags," said Postmaster Morgan, of New York, "it is a safe estimate to say that 200 contained registered mail. The size of registered mail packages varies greatly, but 1000 packages for each mail bag should be a conservative guess. That would mean that 200,000 registered packages and letters went down with the t.i.tanic.

"This does not mean, however, that Great Britain will be held financially responsible for all these losses. There were probably thousands of registered packages from the Continent, and in such cases the countries of origin will have to reimburse the senders. Moreover, in the case of money being sent in great quant.i.ties, it is usual to insure the registry over and above the limit of responsibility set by the country of origin.

"Probably if there were any shipping of securities mounting up to thousands of dollars, it will be the insurance companies which will bear the loss, and not the European post-offices at all."

In the case of money orders, the postmaster explained, there would be no loss, except of time, as duplicates promptly would be shipped without further expense.

The postmaster did not know the exact sum which the various European countries set as the limit of their guarantee in registered mail. In America it is $50.

Underwriters will probably have to meet heavy claims of pa.s.sengers for luggage, including jewelry. Pearls of one American woman insured in London were valued at $240,000.

NO CHANCE FOR SALVAGE

The t.i.tanic and her valuable cargo can never be recovered, said the White Star Line officials.

"Sinking in mid-ocean, at the depth which prevails where the accident occurred," 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 of those thought to be lost aboard the t.i.tanic. Nothing but rough estimates of the company's losses through the wreck were given out.