And then, as if to make everything complete for our happiness, came the dawn. First a beautiful, quiet shimmer away in the east, then a soft golden glow that crept up stealthily from behind the sky-line as if it were trying not to be noticed as it stole over the sea and spread itself quietly in every direction--so quietly, as if to make us believe it had been there all the time and we had not observed it.

Then the sky turned faintly pink and in the distance the thinnest, fleeciest clouds stretched in thin bands across the horizon and close down to it, becoming every moment more and more pink. And next the stars died, slowly,--save one which remained long after the others just above the horizon; and near by, with the crescent turned to the north, and the lower horn just touching the horizon, the thinnest, palest of moons.

And with the dawn came a faint breeze from the west, the first breath of wind we had felt since the t.i.tanic stopped her engines.

Antic.i.p.ating a few hours,--as the day drew on to 8 A.M., the time the last boats came up,--this breeze increased to a fresh wind which whipped up the sea, so that the last boat laden with people had an anxious time in the choppy waves before they reached the Carpathia. An officer remarked that one of the boats could not have stayed afloat another hour: the wind had held off just long enough.

The captain shouted along our boat to the crew, as they strained at the oars,--two pulling and an extra one facing them and pushing to try to keep pace with the other boats,--"A new moon! Turn your money over, boys! That is, if you have any!" We laughed at him for the quaint superst.i.tion at such a time, and it was good to laugh again, but he showed his disbelief in another superst.i.tion when he added, "Well, I shall never say again that 13 is an unlucky number. Boat 13 is the best friend we ever had."

If there had been among us--and it is almost certain that there were, so fast does superst.i.tion cling--those who feared events connected with the number thirteen, I am certain they agreed with him, and never again will they attach any importance to such a foolish belief.

Perhaps the belief itself will receive a shock when it is remembered that boat 13 of the t.i.tanic brought away a full load from the sinking vessel, carried them in such comfort all night that they had not even a drop of water on them, and landed them safely at the Carpathia's side, where they climbed aboard without a single mishap. It almost tempts one to be the thirteenth at table, or to choose a house numbered 13 fearless of any croaking about flying in the face of what is humorously called "Providence."

Looking towards the Carpathia in the faint light, we saw what seemed to be two large fully rigged sailing ships near the horizon, with all sails set, standing up near her, and we decided that they must be fishing vessels off the Banks of Newfoundland which had seen the Carpathia stop and were waiting to see if she wanted help of any kind.

But in a few minutes more the light shone on them and they stood revealed as huge icebergs, peaked in a way that readily suggested a ship. When the sun rose higher, it turned them pink, and sinister as they looked towering like rugged white peaks of rock out of the sea, and terrible as was the disaster one of them had caused, there was an awful beauty about them which could not be overlooked. Later, when the sun came above the horizon, they sparkled and glittered in its rays; deadly white, like frozen snow rather than translucent ice.

As the dawn crept towards us there lay another almost directly in the line between our boat and the Carpathia, and a few minutes later, another on her port quarter, and more again on the southern and western horizons, as far as the eye could reach: all differing in shape and size and tones of colour according as the sun shone through them or was reflected directly or obliquely from them.

[Ill.u.s.tration: THE CARPATHIA]

We drew near our rescuer and presently could discern the bands on her funnel, by which the crew could tell she was a Cunarder; and already some boats were at her side and pa.s.sengers climbing up her ladders. We had to give the iceberg a wide berth and make a detour to the south: we knew it was sunk a long way below the surface with such things as projecting ledges--not that it was very likely there was one so near the surface as to endanger our small boat, but we were not inclined to take any risks for the sake of a few more minutes when safety lay so near.

Once clear of the berg, we could read the Cunarder's name--C A R P A T H I A--a name we are not likely ever to forget. We shall see her sometimes, perhaps, in the shipping lists,--as I have done already once when she left Genoa on her return voyage,--and the way her lights climbed up over the horizon in the darkness, the way she swung and showed her lighted portholes, and the moment when we read her name on her side will all come back in a flash; we shall live again the scene of rescue, and feel the same thrill of grat.i.tude for all she brought us that night.

We rowed up to her about 4.30, and sheltering on the port side from the swell, held on by two ropes at the stern and bow. Women went up the side first, climbing rope ladders with a noose round their shoulders to help their ascent; men pa.s.sengers scrambled next, and the crew last of all. The baby went up in a bag with the opening tied up: it had been quite well all the time, and never suffered any ill effects from its cold journey in the night. We set foot on deck with very thankful hearts, grateful beyond the possibility of adequate expression to feel a solid ship beneath us once more.

CHAPTER VI

THE SINKING OF THE t.i.tANIC SEEN FROM HER DECK

The two preceding chapters have been to a large extent the narrative of a single eyewitness and an account of the escape of one boat only from the t.i.tanic's side. It will be well now to return to the t.i.tanic and reconstruct a more general and complete account from the experiences of many people in different parts of the ship. A considerable part of these experiences was related to the writer first hand by survivors, both on board the Carpathia and at other times, but some are derived from other sources which are probably as accurate as first-hand information. Other reports, which seemed at first sight to have been founded on the testimony of eyewitnesses, have been found on examination to have pa.s.sed through several hands, and have therefore been rejected. The testimony even of eye-witnesses has in some cases been excluded when it seemed not to agree with direct evidence of a number of other witnesses or with what reasoned judgment considered probable in the circ.u.mstances. In this category are the reports of explosions before the t.i.tanic sank, the breaking of the ship in two parts, the suicide of officers. It would be well to notice here that the t.i.tanic was in her correct course, the southerly one, and in the position which prudence dictates as a safe one under the ordinary conditions at that time of the year: to be strictly accurate she was sixteen miles south of the regular summer route which all companies follow from January to August.

Perhaps the real history of the disaster should commence with the afternoon of Sunday, when Marconigrams were received by the t.i.tanic from the ships ahead of her, warning her of the existence of icebergs.

In connection with this must be taken the marked fall of temperature observed by everyone in the afternoon and evening of this day as well as the very low temperature of the water. These have generally been taken to indicate that without any possibility of doubt we were near an iceberg region, and the severest condemnation has been poured on the heads of the officers and captain for not having regard to these climatic conditions; but here caution is necessary. There can be little doubt now that the low temperature observed can be traced to the icebergs and ice-field subsequently encountered, but experienced sailors are aware that it might have been observed without any icebergs being near. The cold Labrador current sweeps down by Newfoundland across the track of Atlantic liners, but does not necessarily carry icebergs with it; cold winds blow from Greenland and Labrador and not always from icebergs and ice-fields. So that falls in temperature of sea and air are not prima facie evidence of the close proximity of icebergs. On the other hand, a single iceberg separated by many miles from its fellows might sink a ship, but certainly would not cause a drop in temperature either of the air or water. Then, as the Labrador current meets the warm Gulf Stream flowing from the Gulf of Mexico across to Europe, they do not necessarily intermingle, nor do they always run side by side or one on top of the other, but often interlaced, like the fingers of two hands. As a ship sails across this region the thermometer will record within a few miles temperatures of 34, 58, 35, 59, and so on.

It is little wonder then that sailors become accustomed to place little reliance on temperature conditions as a means of estimating the probabilities of encountering ice in their track. An experienced sailor has told me that nothing is more difficult to diagnose than the presence of icebergs, and a strong confirmation of this is found in the official sailing directions issued by the Hydrographic Department of the British Admiralty. "No reliance can be placed on any warning being conveyed to the mariner, by a fall in temperature, either of sea or air, of approaching ice. Some decrease in temperature has occasionally been recorded, but more often none has been observed."

But notification by Marconigram of the exact location of icebergs is a vastly different matter. I remember with deep feeling the effect this information had on us when it first became generally known on board the Carpathia. Rumours of it went round on Wednesday morning, grew to definite statements in the afternoon, and were confirmed when one of the t.i.tanic officers admitted the truth of it in reply to a direct question. I shall never forget the overwhelming sense of hopelessness that came over some of us as we obtained definite knowledge of the warning messages. It was not then the unavoidable accident we had hitherto supposed: the sudden plunging into a region crowded with icebergs which no seaman, however skilled a navigator he might be, could have avoided! The beautiful t.i.tanic wounded too deeply to recover, the cries of the drowning still ringing in our ears and the thousands of homes that mourned all these calamities--none of all these things need ever have been!

It is no exaggeration to say that men who went through all the experiences of the collision and the rescue and the subsequent scenes on the quay at New York with hardly a tremor, were quite overcome by this knowledge and turned away, unable to speak; I for one, did so, and I know others who told me they were similarly affected.

I think we all came to modify our opinions on this matter, however, when we learnt more of the general conditions attending trans-Atlantic steamship services. The discussion as to who was responsible for these warnings being disregarded had perhaps better be postponed to a later chapter. One of these warnings was handed to Mr. Ismay by Captain Smith at 5 P.M. and returned at the latter's request at 7 P.M., that it might be posted for the information of officers; as a result of the messages they were instructed to keep a special lookout for ice. This, Second Officer Lightoller did until he was relieved at 10 P.M. by First Officer Murdock, to whom he handed on the instructions. During Mr. Lightoller's watch, about 9 P.M., the captain had joined him on the bridge and discussed "the time we should be getting up towards the vicinity of the ice, and how we should recognize it if we should see it, and refreshing our minds on the indications that ice gives when it is in the vicinity." Apparently, too, the officers had discussed among themselves the proximity of ice and Mr. Lightoller had remarked that they would be approaching the position where ice had been reported during his watch. The lookouts were cautioned similarly, but no ice was sighted until a few minutes before the collision, when the lookout man saw the iceberg and rang the bell three times, the usual signal from the crow's nest when anything is seen dead-ahead.

By telephone he reported to the bridge the presence of an iceberg, but Mr. Murdock had already ordered Quartermaster Hichens at the wheel to starboard the helm, and the vessel began to swing away from the berg.

But it was far too late at the speed she was going to hope to steer the huge t.i.tanic, over a sixth of a mile long, out of reach of danger.

Even if the iceberg had been visible half a mile away it is doubtful whether some portion of her tremendous length would not have been touched, and it is in the highest degree unlikely that the lookout could have seen the berg half a mile away in the conditions that existed that night, even with gla.s.ses. The very smoothness of the water made the presence of ice a more difficult matter to detect. In ordinary conditions the dash of the waves against the foot of an iceberg surrounds it with a circle of white foam visible for some distance, long before the iceberg itself; but here was an oily sea sweeping smoothly round the deadly monster and causing no indication of its presence.

There is little doubt, moreover, that the crow's nest is not a good place from which to detect icebergs. It is proverbial that they adopt to a large extent the colour of their surroundings; and seen from above at a high angle, with the black, foam-free sea behind, the iceberg must have been almost invisible until the t.i.tanic was close upon it. I was much struck by a remark of Sir Ernest Shackleton on his method of detecting icebergs--to place a lookout man as low down near the water-line as he could get him. Remembering how we had watched the t.i.tanic with all her lights out, standing upright like "an enormous black finger," as one observer stated, and had only seen her thus because she loomed black against the sky behind her, I saw at once how much better the sky was than the black sea to show up an iceberg's bulk. And so in a few moments the t.i.tanic had run obliquely on the berg, and with a shock that was astonishingly slight--so slight that many pa.s.sengers never noticed it--the submerged portion of the berg had cut her open on the starboard side in the most vulnerable portion of her anatomy--the bilge. [Footnote: See Figure 4, page 50.] The most authentic accounts say that the wound began at about the location of the foremast and extended far back to the stern, the brunt of the blow being taken by the forward plates, which were either punctured through both bottoms directly by the blow, or through one skin only, and as this was torn away it ripped out some of the inner plates. The fact that she went down by the head shows that probably only the forward plates were doubly punctured, the stern ones being cut open through the outer skin only. After the collision, Murdock had at once reversed the engines and brought the ship to a standstill, but the iceberg had floated away astern. The shock, though little felt by the enormous ma.s.s of the ship, was sufficient to dislodge a large quant.i.ty of ice from the berg: the forecastle deck was found to be covered with pieces of ice.

Feeling the shock, Captain Smith rushed out of his cabin to the bridge, and in reply to his anxious enquiry was told by Murdock that ice had been struck and the emergency doors instantly closed. The officers roused by the collision went on deck: some to the bridge; others, while hearing nothing of the extent of the damage, saw no necessity for doing so. Captain Smith at once sent the carpenter below to sound the ship, and Fourth Officer Boxhall to the steerage to report damage. The latter found there a very dangerous condition of things and reported to Captain Smith, who then sent him to the mail-room; and here again, it was easy to see, matters looked very serious. Mail-bags were floating about and the water rising rapidly.

All this was reported to the captain, who ordered the lifeboats to be got ready at once. Mr. Boxhall went to the chartroom to work out the ship's position, which he then handed to the Marconi operators for transmission to any ship near enough to help in the work of rescue.

Reports of the damage done were by this time coming to the captain from many quarters, from the chief engineer, from the designer,--Mr.

Andrews,--and in a dramatic way from the sudden appearance on deck of a swarm of stokers who had rushed up from below as the water poured into the boiler-rooms and coal-bunkers: they were immediately ordered down below to duty again. Realizing the urgent heed of help, he went personally to the Marconi room and gave orders to the operators to get into touch with all the ships they could and to tell them to come quickly. The a.s.sistant operator Bride had been asleep, and knew of the damage only when Phillips, in charge of the Marconi room, told him ice had been encountered. They started to send out the well-known "C.Q.D."

message,--which interpreted means: C.Q. "all stations attend," and D, "distress," the position of the vessel in lat.i.tude and longitude following. Later, they sent out "S.O.S.," an arbitrary message agreed upon as an international code-signal.

Soon after the vessel struck, Mr. Ismay had learnt of the nature of the accident from the captain and chief engineer, and after dressing and going on deck had spoken to some of the officers not yet thoroughly acquainted with the grave injury done to the vessel. By this time all those in any way connected with the management and navigation must have known the importance of making use of all the ways of safety known to them--and that without any delay. That they thought at first that the t.i.tanic would sink as soon as she did is doubtful; but probably as the reports came in they knew that her ultimate loss in a few hours was a likely contingency. On the other hand, there is evidence that some of the officers in charge of boats quite expected the embarkation was a precautionary measure and they would all return after daylight. Certainly the first information that ice had been struck conveyed to those in charge no sense of the gravity of the circ.u.mstances: one officer even retired to his cabin and another advised a steward to go back to his berth as there was no danger.

And so the order was sent round, "All pa.s.sengers on deck with lifebelts on"; and in obedience to this a crowd of hastily dressed or partially dressed people began to a.s.semble on the decks belonging to their respective cla.s.ses (except the steerage pa.s.sengers who were allowed access to other decks), tying on lifebelts over their clothing. In some parts of the ship women were separated from the men and a.s.sembled together near the boats, in others men and women mingled freely together, husbands helping their own wives and families and then other women and children into the boats. The officers spread themselves about the decks, superintending the work of lowering and loading the boats, and in three cases were ordered by their superior officers to take charge of them. At this stage great difficulty was experienced in getting women to leave the ship, especially where the order was so rigorously enforced, "Women and children only." Women in many cases refused to leave their husbands, and were actually forcibly lifted up and dropped in the boats. They argued with the officers, demanding reasons, and in some cases even when induced to get in were disposed to think the whole thing a joke, or a precaution which it seemed to them rather foolish to take. In this they were encouraged by the men left behind, who, in the same condition of ignorance, said good-bye to their friends as they went down, adding that they would see them again at breakfast-time. To ill.u.s.trate further how little danger was apprehended--when it was discovered on the first-cla.s.s deck that the forward lower deck was covered with small ice, s...o...b..lling matches were arranged for the following morning, and some pa.s.sengers even went down to the deck and brought back small pieces of ice which were handed round.

Below decks too was additional evidence that no one thought of immediate danger. Two ladies walking along one of the corridors came across a group of people gathered round a door which they were trying vainly to open, and on the other side of which a man was demanding in loud terms to be let out. Either his door was locked and the key not to be found, or the collision had jammed the lock and prevented the key from turning. The ladies thought he must be afflicted in some way to make such a noise, but one of the men was a.s.suring him that in no circ.u.mstances should he be left, and that his (the bystander's) son would be along soon and would smash down his door if it was not opened in the mean time. "He has a stronger arm than I have," he added. The son arrived presently and proceeded to make short work of the door: it was smashed in and the inmate released, to his great satisfaction and with many expressions of grat.i.tude to his rescuer. But one of the head stewards who came up at this juncture was so incensed at the damage done to the property of his company, and so little aware of the infinitely greater damage done the ship, that he warned the man who had released the prisoner that he would be arrested on arrival in New York.

It must be borne in mind that no general warning had been issued to pa.s.sengers: here and there were experienced travellers to whom collision with an iceberg was sufficient to cause them to make every preparation for leaving the ship, but the great majority were never enlightened as to the amount of damage done, or even as to what had happened. We knew in a vague way that we had collided with an iceberg, but there our knowledge ended, and most of us drew no deductions from that fact alone. Another factor that prevented some from taking to the boats was the drop to the water below and the journey into the unknown sea: certainly it looked a tremendous way down in the darkness, the sea and the night both seemed very cold and lonely; and here was the ship, so firm and well lighted and warm.

But perhaps what made so many people declare their decision to remain was their strong belief in the theory of the t.i.tanic's unsinkable construction. Again and again was it repeated, "This ship cannot sink; it is only a question of waiting until another ship comes up and takes us off." Husbands expected to follow their wives and join them either in New York or by transfer in mid-ocean from steamer to steamer. Many pa.s.sengers relate that they were told by officers that the ship was a lifeboat and could not go down; one lady affirms that the captain told her the t.i.tanic could not sink for two or three days; no doubt this was immediately after the collision.

It is not any wonder, then, that many elected to remain, deliberately choosing the deck of the t.i.tanic to a place in a lifeboat. And yet the boats had to go down, and so at first they went half-full: this is the real explanation of why they were not as fully loaded as the later ones. It is important then to consider the question how far the captain was justified in withholding all the knowledge he had from every pa.s.senger. From one point of view he should have said to them, "This ship will sink in a few hours: there are the boats, and only women and children can go to them." But had he the authority to enforce such an order? There are such things as panics and rushes which get beyond the control of a handful of officers, even if armed, and where even the bravest of men get swept off their feet--mentally as well as physically.

On the other hand, if he decided to withhold all definite knowledge of danger from all pa.s.sengers and at the same time persuade--and if it was not sufficient, compel--women and children to take to the boats, it might result in their all being saved. He could not foresee the tenacity of their faith in the boat: there is ample evidence that he left the bridge when the ship had come to rest and went among pa.s.sengers urging them to get into the boat and rigorously excluding all but women and children. Some would not go. Officer Lowe testified that he shouted, "Who's next for the boat?" and could get no replies.

The boats even were sent away half-loaded,--although the fear of their buckling in the middle was responsible as well for this,--but the captain with the few boats at his disposal could hardly do more than persuade and advise in the terrible circ.u.mstances in which he was placed.

How appalling to think that with a few more boats--and the ship was provided with that particular kind of davit that would launch more boats--there would have been no decision of that kind to make! It could have been stated plainly: "This ship will sink in a few hours: there is room in the boats for all pa.s.sengers, beginning with women and children."

Poor Captain Smith! I care not whether the responsibility for such speed in iceberg regions will rest on his shoulders or not: no man ever had to make such a choice as he had that night, and it seems difficult to see how he can be blamed for withholding from pa.s.sengers such information as he had of the danger that was imminent.

When one reads in the Press that lifeboats arrived at the Carpathia half full, it seems at first sight a dreadful thing that this should have been allowed to happen; but it is so easy to make these criticisms afterwards, so easy to say that Captain Smith should have told everyone of the condition of the vessel. He was faced with many conditions that night which such criticism overlooks. Let any fair-minded person consider some few of the problems presented to him--the ship was bound to sink in a few hours; there was lifeboat accommodation for all women and children and some men; there was no way of getting some women to go except by telling them the ship was doomed, a course he deemed it best not to take; and he knew the danger of boats buckling when loaded full. His solution of these problems was apparently the following:--to send the boats down half full, with such women as would go, and to tell the boats to stand by to pick up more pa.s.sengers pa.s.sed down from the cargo ports. There is good evidence that this was part of the plan: I heard an officer give the order to four boats and a lady in number 4 boat on the port side tells me the sailors were so long looking for the port where the captain personally had told them to wait, that they were in danger of being sucked under by the vessel. How far any systematic attempt was made to stand by the ports, I do not know: I never saw one open or any boat standing near on the starboard side; but then, boats 9 to 15 went down full, and on reaching the sea rowed away at once. There is good evidence, then, that Captain Smith fully intended to load the boats full in this way.

The failure to carry out the intention is one of the things the whole world regrets, but consider again the great size of the ship and the short time to make decisions, and the omission is more easily understood. The fact is that such a contingency as lowering away boats was not even considered beforehand, and there is much cause for grat.i.tude that as many as seven hundred and five people were rescued.

The whole question of a captain's duties seems to require revision. It was totally impossible for any one man to attempt to control the ship that night, and the weather conditions could not well have been more favourable for doing so. One of the reforms that seem inevitable is that one man shall be responsible for the boats, their manning, loading and lowering, leaving the captain free to be on the bridge to the last moment.

But to return for a time to the means taken to attract the notice of other ships. The wireless operators were now in touch with several ships, and calling to them to come quickly for the water was pouring in and the t.i.tanic beginning to go down by the head. Bride testified that the first reply received was from a German boat, the Frankfurt, which was: "All right: stand by," but not giving her position. From comparison of the strength of signals received from the Frankfurt and from other boats, the operators estimated the Frankfurt was the nearest; but subsequent events proved that this was not so. She was, in fact, one hundred and forty miles away and arrived at 10.50 A.M.

next morning, when the Carpathia had left with the rescued. The next reply was from the Carpathia, fifty-eight miles away on the outbound route to the Mediterranean, and it was a prompt and welcome one--"Coming hard," followed by the position. Then followed the Olympic, and with her they talked for some time, but she was five hundred and sixty miles away on the southern route, too far to be of any immediate help. At the speed of 23 knots she would expect to be up about 1 P.M. next day, and this was about the time that those in boat 13 had calculated. We had always a.s.sumed in the boat that the stokers who gave this information had it from one of the officers before they left; but in the absence of any knowledge of the much nearer ship, the Carpathia, it is more probable that they knew in a general way where the sister ship, the Olympic, should be, and had made a rough calculation.

Other ships in touch by wireless were the Mount Temple, fifty miles; the Birma, one hundred miles; the Parisian, one hundred and fifty miles; the Virginian, one hundred and fifty miles; and the Baltic, three hundred miles. But closer than any of these--closer even than the Carpathia--were two ships: the Californian, less than twenty miles away, with the wireless operator off duty and unable to catch the "C.Q.D." signal which was now making the air for many miles around quiver in its appeal for help--immediate, urgent help--for the hundreds of people who stood on the t.i.tanic's deck.

The second vessel was a small steamer some few miles ahead on the port side, without any wireless apparatus, her name and destination still unknown; and yet the evidence for her presence that night seems too strong to be disregarded. Mr. Boxhall states that he and Captain Smith saw her quite plainly some five miles away, and could distinguish the mast-head lights and a red port light. They at once hailed her with rockets and Morse electric signals, to which Boxhall saw no reply, but Captain Smith and stewards affirmed they did. The second and third officers saw the signals sent and her lights, the latter from the lifeboat of which he was in charge. Seaman Hopkins testified that he was told by the captain to row for the light; and we in boat 13 certainly saw it in the same position and rowed towards it for some time. But notwithstanding all the efforts made to attract its attention, it drew slowly away and the lights sank below the horizon.

The pity of it! So near, and so many people waiting for the shelter its decks could have given so easily. It seems impossible to think that this ship ever replied to the signals: those who said so must have been mistaken. The United State Senate Committee in its report does not hesitate to say that this unknown steamer and the Californian are identical, and that the failure on the part of the latter to come to the help of the t.i.tanic is culpable negligence. There is undoubted evidence that some of the crew on the Californian saw our rockets; but it seems impossible to believe that the captain and officers knew of our distress and deliberately ignored it. Judgment on the matter had better be suspended until further information is forthcoming. An engineer who has served in the trans-Atlantic service tells me that it is a common practice for small boats to leave the fishing smacks to which they belong and row away for miles; sometimes even being lost and wandering about among icebergs, and even not being found again. In these circ.u.mstances, rockets are part of a fishing smack's equipment, and are sent up to indicate to the small boats how to return. Is it conceivable that the Californian thought our rockets were such signals, and therefore paid no attention to them?

Incidentally, this engineer did not hesitate to add that it is doubtful if a big liner would stop to help a small fishing-boat sending off distress signals, or even would turn about to help one which she herself had cut down as it lay in her path without a light.

He was strong in his affirmation that such things were commonly known to all officers in the trans-Atlantic service.

With regard to the other vessels in wireless communication, the Mount Temple was the only one near enough from the point of distance to have arrived in time to be of help, but between her and the t.i.tanic lay the enormous ice-floe, and icebergs were near her in addition.

The seven ships which caught the message started at once to her help but were all stopped on the way (except the Birma) by the Carpathia's wireless announcing the fate of the t.i.tanic and the people aboard her.

The message must have affected the captains of these ships very deeply: they would understand far better than the travelling public what it meant to lose such a beautiful ship on her first voyage.

The only thing now left to be done was to get the lifeboats away as quickly as possible, and to this task the other officers were in the meantime devoting all their endeavours. Mr. Lightoller sent away boat after boat: in one he had put twenty-four women and children, in another thirty, in another thirty-five; and then, running short of seamen to man the boats he sent Major Peuchen, an expert yachtsman, in the next, to help with its navigation. By the time these had been filled, he had difficulty in finding women for the fifth and sixth boats for the reasons already stated. All this time the pa.s.sengers remained--to use his own expression--"as quiet as if in church." To man and supervise the loading of six boats must have taken him nearly up to the time of the t.i.tanic's sinking, taking an average of some twenty minutes to a boat. Still at work to the end, he remained on the ship till she sank and went down with her. His evidence before the United States Committee was as follows: "Did you leave the ship?" "No, sir." "Did the ship leave you?" "Yes, sir."