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PRICE $6.00

62D CONGRESS

SENATE {DOCUMENT

_2d Session_

{NO. 933




LOSS OF THE
STEAMSHIP "TITANIC"

REPORT

OF A FORMAL INVESTIGATION INTO THE
CIRCUMSTANCES ATTENDING THE FOUNDERING
ON APRIL 15, 1912, OF THE BRITISH
STEAMSHIP "TITANIC," OF LIVERPOOL,
AFTER STRIKING ICE IN OR NEAR LATITUDE
41 deg. 46' N., LONGITUDE 50 deg. 14' W.,
NORTH ATLANTIC OCEAN, AS CONDUCTED
BY THE BRITISH GOVERNMENT

[Illustration: colophon]

PRESENTED BY MR. SMITH OF MICHIGAN
AUGUST 20, 1912.--Ordered to be printed with illustrations

WASHINGTON

1912




TABLE OF CONTENTS.


                                                                    Page.

  Introduction                                                         7

  I. Description of the ship                                          10
         The White Star Co.                                           10
         The steamship Titanic                                        11
         Detailed description                                         13
         Water-tight compartments                                     14
         Decks and accommodation                                      16
         Structure                                                    23
         Life-saving appliances                                       25
         Pumping arrangements                                         26
         Electrical installation                                      27
         Machinery                                                    29
         General                                                      31
         Crew and passengers                                          32

  II. Account of the ship's journey across the Atlantic, the messages
       she received, and the disaster                                 32
         The sailing orders                                           32
         The route followed                                           33
         Ice messages received                                        35
         Speed of the ship                                            39
         The weather conditions                                       40
         Action that should have been taken                           40
         The collision                                                41

  III. Description of the damage to the ship and of its gradual
        and final effect, with observations thereon                   42
         Extent of the damage                                         42
         Time in which the damage was done                            42
         The flooding in the first 10 minutes                         42
         Gradual effect of the damage                                 43
         Final effect of the damage                                   44
         Observations                                                 45
         Effect of additional subdivision upon floatation             46

  IV. Account of the saving and rescue of those who survived          48
         The boats                                                    48
         Conduct of Sir C. Duff Gordon and Mr. Ismay                  53
         The third-class passengers                                   53
         Means taken to procure assistance                            54
         The rescue by the steamship "Carpathia"                      54
         Numbers saved                                                55

  V. The circumstances in connection with the steamship "Californian" 56

  VI. The Board of Trade's administration                             60

  VII. Finding of the court                                           77

  VIII. Recommendations                                               85
         Water-tight subdivision                                      85
         Lifeboats and rafts                                          86
         Manning the boats and boat drills                            87
         General                                                      87




REPORT ON THE LOSS OF THE STEAMSHIP "TITANIC."

THE MERCHANTS SHIPPING ACTS, 1894 TO 1906.

     In the matter of the formal investigation held at the Scottish
     Hall, Buckingham Gate, Westminster, on May 2, 3, 7, 8, 9, 10, 14,
     15, 16, 17, 20, 21, 22, 23, and 24, June 4, 5, 6, 7, 10, 11, 12,
     13, 14, 17, 18, 19, 21, 24, 25, 26, 27, 28, and 29; at the Caxton
     Hall, Caxton Street, Westminster, on July 1 and 3; and at the
     Scottish Hall, Buckingham Gate, Westminster, on July 30, 1912,
     before the Right Hon. Lord Mersey, Wreck Commissioner, assisted by
     Rear Admiral the Hon. S. A. Gough-Calthorpe, C. V. O., R. N.; Capt.
     A. W. Clarke; Commander F. C. A. Lyon, R. N. R.; Prof. J. H. Biles,
     D. Sc., LL. D. and Mr. E. C. Chaston, R. N. R., as assessors, into
     the circumstances attending the loss of the steamship _Titanic_, of
     Liverpool, and the loss of 1,490 lives in the North Atlantic Ocean,
     in lat. 41 deg. 46' N., long. 50 deg. 14' W. on April 15 last.


REPORT OF THE COURT.

The court, having carefully inquired into the circumstances of the
above-mentioned shipping casualty, finds, for the reasons appearing in
the annex hereto, that the loss of the said ship was due to collision
with an iceberg, brought about by the excessive speed at which the ship
was being navigated.

Dated this 30th day of July, 1912.

MERSEY,
_Wreck Commissioner_.

We concur in the above report.

ARTHUR GOUGH-CALTHORPE,

A. W. CLARKE,

F. C. A. LYON,

J. H. BILES,

EDWARD C. CHASTON,

_Assessors_.




LOSS OF THE STEAMSHIP "TITANIC."

     REPORT OF A FORMAL INVESTIGATION INTO THE CIRCUMSTANCES ATTENDING
     THE FOUNDERING ON APRIL 15, 1912, OF THE BRITISH STEAMSHIP TITANIC,
     OF LIVERPOOL, AFTER STRIKING ICE IN OR NEAR LATITUDE 41 deg. 46' N.,
     LONGITUDE 50 deg. 14' W., NORTH ATLANTIC OCEAN, WHEREBY LOSS OF LIFE
     ENSUED.


ANNEX TO THE REPORT.




INTRODUCTION.


On April 23, 1912, the Lord Chancellor appointed a wreck commissioner
under the merchant shipping acts, and on April 26 the home secretary
nominated five assessors. On April 30 the board of trade requested that
a formal investigation of the circumstances attending the loss of the
steamship _Titanic_ should be held, and the court accordingly commenced
to sit on May 2. Since that date there have been 37 public sittings, at
which 97 witnesses have been examined, while a large number of
documents, charts, and plans have been produced. The 26 questions
formulated by the board of trade, which are set out in detail below,
appear to cover all the circumstances to be inquired into. Briefly
summarized, they deal with the history of the ship, her design,
construction, size, speed, general equipment, life-saving apparatus,
wireless installation, her orders and course, her passengers, her crew,
their training, organization and discipline; they request an account of
the casualty, its cause and effect, and of the means taken for saving
those on board the ship; and they call for a report on the efficiency of
the rules and regulations made by the board of trade under the merchant
shipping acts and on their administration, and, finally, for any
recommendations to obviate similar disasters which may appear to the
court to be desirable. The 26 questions, as subsequently amended, are
here attached:

1. When the _Titanic_ left Queenstown on or about April 11 last--

(_a_) What was the total number of persons employed in any capacity on
board her, and what were their respective ratings?

(_b_) What was the total number of her passengers, distinguishing sexes
and classes, and discriminating between adults and children?

2. Before leaving Queenstown on or about April 11 last did the _Titanic_
comply with the requirements of the merchant shipping acts, 1894-1906,
and the rules and regulations made thereunder with regard to the safety
and otherwise of "passenger steamers" and "emigrant ships"?

3. In the actual design and construction of the _Titanic_ what special
provisions were made for the safety of the vessel and the lives of those
on board in the event of collisions and other casualties?

4. Was the _Titanic_ sufficiently and efficiently officered and manned?
Were the watches of the officers and crew usual and proper? Was the
_Titanic_ supplied with proper charts?

5. What was the number of the boats of any kind on board the _Titanic_?
Were the arrangements for manning and launching the boats on board the
_Titanic_ in case of emergency proper and sufficient? Had a boat drill
been held on board; and, if so, when? What was the carrying capacity of
the respective boats?

6. What installations for receiving and transmitting messages by
wireless telegraphy were on board the _Titanic_? How many operators were
employed on working such installations? Were the installations in good
and effective working order, and were the number of operators sufficient
to enable messages to be received and transmitted continuously by day
and night?

7. At or prior to the sailing of the _Titanic_ what, if any,
instructions as to navigation were given to the master or known by him
to apply to her voyage? Were such instructions, if any, safe, proper,
and adequate, having regard to the time of year and dangers likely to be
encountered during the voyage?

8. What was in fact the track taken by the _Titanic_ in crossing the
Atlantic Ocean? Did she keep to the track usually followed by liners on
voyages from the United Kingdom to New York in the month of April? Are
such tracks safe tracks at that time of the year? Had the master any,
and, if so, what, discretion as regards the track to be taken?

9. After leaving Queenstown on or about April 11 last did information
reach the _Titanic_ by wireless messages or otherwise by signals of the
existence of ice in certain latitudes? If so, what were such messages or
signals and when were they received, and in what position or positions
was the ice reported to be, and was the ice reported in or near the
track actually being followed by the _Titanic_? Was her course altered
in consequence of receiving such information; and, if so, in what way?
What replies to such messages or signals did the _Titanic_ send, and at
what times?

10. If at the times referred to in the last preceding question or later
the _Titanic_ was warned of or had reason to suppose she would encounter
ice, at what time might she have reasonably expected to encounter it?
Was a good and proper lookout for ice kept on board? Were any, and, if
so, what, directions given to vary the speed; if so, were they carried
out?

11. Were binoculars provided for and used by the lookout men? Is the use
of them necessary or usual in such circumstances? Had the _Titanic_ the
means of throwing searchlights around her? If so, did she make use of
them to discover ice? Should searchlights have been provided and used?

12. What other precautions were taken by the _Titanic_ in anticipation
of meeting ice? Were they such as are usually adopted by vessels being
navigated in waters where ice may be expected to be encountered?

13. Was ice seen and reported by anybody on board the _Titanic_ before
the casualty occurred? If so, what measures were taken by the officer on
watch to avoid it? Were they proper measures and were they promptly
taken?

14. What was the speed of the _Titanic_ shortly before and at the moment
of the casualty? Was such speed excessive under the circumstances?

15. What was the nature of the casualty which happened to the _Titanic_
at or about 11.45 p. m. on April 14 last? In what latitude and longitude
did the casualty occur?

16. What steps were taken immediately on the happening of the casualty?
How long after the casualty was its seriousness realized by those in
charge of the vessel? What steps were then taken? What endeavors were
made to save the lives of those on board and to prevent the vessel from
sinking?

17. Was proper discipline maintained on board after the casualty
occurred?

18. What messages for assistance were sent by the _Titanic_ after the
casualty, and at what times, respectively? What messages were received
by her in response, and at what times, respectively? By what vessels
were the messages that were sent by the _Titanic_ received, and from
what vessels did she receive answers? What vessels other than the
_Titanic_ sent or received messages at or shortly after the casualty in
connection with such casualty? What were the vessels that sent or
received such messages? Were any vessels prevented from going to the
assistance of the _Titanic_ or her boats owing to messages received from
the _Titanic_ or owing to any erroneous messages being sent or received?
In regard to such erroneous messages, from what vessels were they sent
and by what vessels were they received, and at what times, respectively?

19. Was the apparatus for lowering the boats on the _Titanic_ at the
time of the casualty in good working order? Were the boats swung out,
filled, lowered, or otherwise put into the water and got away under
proper superintendence? Were the boats sent away in seaworthy condition
and properly manned, equipped, and provisioned? Did the boats, whether
those under davits or otherwise, prove to be efficient and serviceable
for the purpose of saving life?

20. What was the number of (_a_) passengers, (_b_) crew taken away in
each boat on leaving the vessel? How was this number made up, having
regard to (1) sex, (2) class, (3) rating? How many were children and how
many adults? Did each boat carry its full load; and if not, why not?

21. How many persons on board the _Titanic_ at the time of the casualty
were ultimately rescued and by what means? How many lost their lives
prior to the arrival of the steamship _Carpathia_ in New York? What was
the number of passengers distinguishing between men and women and adults
and children of the first, second, and third classes, respectively, who
were saved? What was the number of the crew, discriminating their
ratings and sex, that were saved? What is the proportion which each of
these numbers bears to the corresponding total number on board
immediately before the casualty? What reason is there for the
disproportion, if any?

22. What happened to the vessel from the happening of the casualty until
she foundered?

23. Where and at what time did the _Titanic_ founder?

24. What was the cause of the loss of the _Titanic_, and of the loss of
life which thereby ensued or occurred? What vessels had the opportunity
of rendering assistance to the _Titanic_; and if any, how was it that
assistance did not reach the _Titanic_ before the steamship _Carpathia_
arrived? Was the construction of the vessel and its arrangements such as
to make it difficult for any class of passengers or any portion of the
crew to take full advantage of any of the existing provisions for
safety?

25. When the _Titanic_ left Queenstown, on or about April 11 last, was
she properly constructed and adequately equipped as a passenger steamer
and emigrant ship for the Atlantic service?

26. The court is invited to report upon the rules and regulations made
under the merchant shipping acts, 1894-1906, and the administration of
those acts and of such rules and regulations, so far as the
consideration thereof is material to this casualty, and to make any
recommendations or suggestions that it may think fit, having regard to
the circumstances of the casualty with a view to promoting the safety of
vessels and persons at sea.

In framing this report it has seemed best to divide it into sections in
the following manner:

First. A description of the ship as she left Southampton on April 10 and
of her equipment, crew, and passengers.

Second. An account of her journey across the Atlantic, of the messages
she received and of the disaster.

Third. A description of the damage to the ship and of its gradual and
final effect with observations thereon.

Fourth. An account of the saving and rescue of those who survived.

Fifth. The circumstances in connection with the steamship _Californian_.

Sixth. An account of the board of trade's administration.

Seventh. The finding of the court on the questions submitted; and

Eighth. The recommendations held to be desirable.




I.--DESCRIPTION OF THE SHIP.


THE WHITE STAR LINE.

The _Titanic_ was one of a fleet of 13 ships employed in the transport
of passengers, mails, and cargo between Great Britain and the United
States, the usual ports of call for the service in which she was engaged
being Southampton, Cherbourg, Plymouth, Queenstown, and New York.

The owners are the Oceanic Steam Navigation Co. (Ltd.), usually known as
the White Star Line, a British registered company, with a capital of
L750,000, all paid up, the directors being Mr. J. Bruce Ismay
(chairman), the Right Hon. Lord Pirrie, and Mr. H. A. Sanderson.

The company are owners of 29 steamers and tenders; they have a large
interest in 13 other steamers, and also own a training sailing ship for
officers.

All the shares of the company, with the exception of eight held by
Messrs. E. C. Grenfell, Vivian H. Smith, W. S. M. Burns, James Gray, J.
Bruce Ismay, H. A. Sanderson, A. Kerr, and the Right Hon. Lord Pirrie,
have, since the year 1902, been held by the International Navigation Co.
(Ltd.), of Liverpool, a British registered company, with a capital of
L700,000, of which all is paid up, the directors being Mr. J. Bruce
Ismay (chairman), and Messrs. H. A. Sanderson, Charles F. Torrey, and H.
Concannon.

The debentures of the company, L1,250,000, are held mainly, if not
entirely, in the United Kingdom by the general public.

The International Navigation Co. (Ltd.), of Liverpool, in addition to
holding the above