About the Ship - Soliloquism

“We Saw Everything Quite Distinctly”: Titanic & the SS City of New York

According to the records of the National Meteorological Library & Archive of the United Kingdom, Titanic's maiden voyage was more or less as lovely a spring day as one could behold. "Southampton had a dry night with clear spells," the reports reads, and "the morning dawned fine with some good spells of sunshine... Despite the sunshine it was a chilly day with a cool north-westerly wind."

And thus, Titanic set sail at about 12:05 p.m.

Second-Class passenger Lawrence Beesley described the scene as Titanic crept away from the dock.

Soon after noon the whistles blew for friends to go ashore, the gangways were withdrawn, and the Titanic moved slowly down the dock, to the accompaniment of last messages and shouted farewells of those on the quay. There was no cheering or hooting of steamers' whistles from the fleet of ships that lined the dock, as might seem probable on the occasion of the largest vessel in the world putting to sea on her maiden voyage; the whole scene was quiet and rather ordinary, with little of the picturesque and interesting ceremonial which imagination paints as usual in such circumstances.

Having looked down on the world from the Titanic's boat deck, I went on the quay and looked up at the projecting heads of the passengers. It was like standing by the wall of St. Paul's Cathedral and craning your neck to get a glimpse of the Apostles on the roof...

For the first yards a caterpillar might have raced the Titanic. It was difficult to imagine such a tremendous object moving, so slowly. I walked along to the end of the deep water dock and saw her come by at a slow pace within a stone's throw of the quay. Her propellers churned the green sea up to liquid grey mud.

As the Titanic moved majestically down the dock, the crowd of friends keeping pace with us along the quay, we came together level with the steamer New York lying moored to the side of the dock along with the Oceanic, the crowd waving "good-byes" to those on board as well as they could for the intervening bulk of the two ships. But as the bows of our ship came about level with those of the New York, there came a series of reports like those of a revolver, and on the quay side of the New York snaky coils of thick rope flung themselves high in the air and fell backwards among the crowd, which retreated in alarm to escape the flying ropes. We hoped that no one was struck by the ropes, but a sailor next to me was certain he saw a woman carried away to receive attention.

Bertie Ervine is recorded as having provided electrical work on the RMS Titanic during its construction. He entered into the employ of the White Star Line after returning from the maiden voyage of another vessel: the SS Maloja, which had likewise been constructed by Harland & Wolff.

It is reported that Bertie Ervine had actively petitioned the White Star Line, hoping to be assigned to Titanic. And so, on April 2, 1912, Bertie Ervine walked out of the Belfast house that he shared with his parents and siblings, and set off to the docks.

Somewhere along his way that day, or perhaps once he arrived, Bertie linked up with fellow assistant electrician Alfred Middleton.

The two boys had been good friends for some time, presumably due to their parents belonging to the same religious community. Having been hired as crew for Titanic's "delivery trip" to Southampton, England, they would depart immediately following the successful completion of her sea trials.

Titanic came to rest at Southampton shortly after midnight on April 4th. And on April 6th, Bertie and Alfred signed on to Titanic once again, for the vessel's maiden voyage.

In the letter to his mother, Bertie outlined his work schedule as "on duty morning and evening from 8 to 12; that is four hours work and eight hours off." Therein, Bertie also described a drill, or "full dress rehearsal of an emergency" that his group had conducted that morning, April 11th.

They had, he wrote, practiced the functionality of the watertight doors.

Three days later, on the night of April 14th, Titanic struck the iceberg.

And though she strained and flooded and foundered, her electricity did not fail until her final moments.

Assistant electrician Bertie Ervine was never recorded as having been sighted on deck at any point during the sinking. And for almost two hours, from 11:40 p.m. until 2 a.m.--approximately 20 minutes before Titanic fell beneath the waves--her lights somehow remained on, and her wireless radio remained operational.

Ervine is, therefore, presumed to have remained at his post deep within the ship, electing to sacrifice his safety and his life to make sure that Titanic's power would not go out.

“My! I Wish I Could Go Out There Sometimes!”: Titanic’s Elevators

Titanic was outfitted with four passenger elevators: three available to First-Class passengers, and the remaining one for those in Second Class. In conjunction, the ship was staffed with a total of four Lift Attendants, one responsible for each passenger elevator.

The position of List Attendant was categorized as Victualling Crew. The Victualling Department was made up of 421 people tasked with all manners of service provided to those on board the ship, from foodstuffs to linens to barber services to bathroom cleaning. And of course, elevator services.

Titanic’s elevators, as well as those installed on her elder sister Olympic, were designed and installed by R. Waygood Co., an established and international firm that was headquartered in London. The Otis Elevator Company has claim to those bragging rights today, however, owing to the fact that it merged with R. Waygood in 1914.

The lifts were electric in operation, but not in any modern sense of the word. There were no buttons to be pushed, and no door that automatically closed. They were, in essence, manual—powered by electricity but controlled by hand. The Lift Attendant was responsible for controling a lever which decided the direction of the lift. It took a bit of finesse to ensure a jostle-free ride from start to end, and skill to operate the lift so that it stopped at the desired deck with its gate perfectly aligned to the floor onto which the passengers would alight.

The ship’s four steam-powered engines generated thousands of amps of 100-watt electricity, which catered not only to the elevators, but also to equipment on the Bridge, deck cranes, loudspeakers, kitchen equipment, fans, and heaters—and, of course, the approximately 10,000 incandescent lightbulbs in use on board.

It is reported that each elevator’s capacity was 10 people at a time, including the Lift Attendant therein.

The three First-Class lifts were tucked into a taut and tidy row just forward of the famed Grand Staircase on A Deck. Their course ran all the way down to E Deck. A curious design choice, considering the athletic amenities exclusively available to First-Class passengers occupied lower decks than the lifts could achieve. By terminating on E Deck, First-Class passengers found themselves one deck above the Swimming Bath and adjacent Turkish Baths of F Deck, and two decks too soon to access the Squash Court on G Deck. Lift passengers wishing to access those facilities would need to take leave of the elevators at the last available floor, and then proceed to take the stairs.

These gilded lifts, unlike the walled-off box elevators of today, were open-faced cages. They were designed in the Empire style, their frames trimmed with carved wood and accented ornate wrought-iron gates. They were outfitted with individual light fixtures and inviting sofas for passengers to make use of on their arduous vertical journeys.

The First-Class lifts were staffed by William Carney, who was the oldest of the Lift Attendants at 31 years old, as well as Frederick Blades and Alfred John Moffett King, who were 17 and 18, respectively.

He was quite young,—not more than sixteen, I think,—a bright-eyed, handsome boy, with a love for the sea and the games on deck and the view over the ocean—and he did not get any of them. One day, as he put me out of his lift and saw through the vestibule windows a game of deck quoits in progress, he said, in a wistful tone, "My! I wish I could go out there sometimes!" I wished he could, too, and made a jesting offer to take charge of his lift for an hour while he went out to watch the game; but he smilingly shook his head and dropped down in answer to an imperative ring from below.

Lawrence also wrote that he didn’t believe Reginald was on duty with his lift on the night of the disaster, but he was sure that had the boy been on duty, he would have offered his passengers nothing but a kind smile, even as he knew the ship was sinking.

“I wonder where the lift-boy was that night,” Lawrence Beesley wrote. “I would have been glad to find him in our boat, or on the Carpathia when we took count of the saved.”

Reginald Pacey, along with the three Lift Attendants Carney, Blades, and King, all were killed in the sinking of Titanic.

While the bodies of William Carney and Alfred John Moffett King were identified during the Mackay-Bennett’s recovery efforts, both Reginald Percy and Frederick Blades were lost.

“Locker 14, F Deck”: Sidney Sedunary

Samuel “Sidney” Sedunary signed onto Titanic on April 4, 1912. He hailed from Berkshire, England, and was the eldest of 7 children.

Sidney was assigned as a Second Steward in Third Class. He had only recently been married to his sweetheart, Madge Tizzard, in late 1911. He was 25 years old; she, 24.

And by the time he boarded Titanic, Madge was pregnant.

Even though he was comparatively young at the time of his assignment, but he’d already had 8 years of experience at sea. In April of 1904, at just age 17, Sidney joined the Royal Navy. His record indicates that he was acknowledged for excellent conduct; his appearance is also noted with brown hair, brown eyes, and a tan complexion.

After 1908, Sidney moved to the private sector, serving on the Adriatic, and then on Titanic’s elder, and practically identical, sister, the RMS Olympic.

There is comparatively little information regarding the circumstances of Third Class on the night of the sinking. Much of what is known is ascribed to the testimony of John Hart, one of the eight surviving Third-Class Stewards.

Third-Class evacuation during the sinking was inevitable bedlam. With multiple languages and a single ship translator, confusion was rampant. But it wasn’t just that. Many passengers, even in Third Class, were adamant that it was safer to stay on the ship. John Hart testified that many of the 59 people in his charge “refused to put [lifebelts] on… they said they saw no occasion for putting them on; they did not believe the ship was hurt in any way.”

John Hart continued.

John Hart estimated that he received his initial orders to get lifeboats on his passengers after “three parts of hour” after the iceberg strike at 11:40pm, so he believed it was about 12:30pm. He came across Sidney and Chief Steward James Kieran sometime after that, after they had been to Section S, Q, and R, which were toward the stern and split between three decks: S on G Deck, R on F Deck, Q on E Deck.

G Deck had started to flood at 11:55pm. The forward section F Deck saw water by 12:05am; forward E Deck, around 12:10am, along with water traveling down Scotland Road—the well-known but rarely-named ship-long hallway.

The Chief Steward had to instruct all the other Third-Class stewards throughout the ship. While those stewards receiving instruction were ferrying people in groups up to boat deck—John Hart testified to having taken two or three trips up—the Chief Steward and his assistant were completely embroiled in managing directions on G, F, and E Decks.

Inevitably, since Sidney was in the company of James Kieran or otherwise transmitting his orders to lower Stewards, he presumably moved between the forward (bow) and aft (stern) sections on E, F, and G Decks—which were already flooding to variable degrees.

Segregated in the depths of the ship and at points likely wading through frigid seawater as he acted as Kieran’s right-hand man, Sidney had to have known how frail his chances of survival truly were.

But even as he watched others—colleagues and passengers—move to the upper decks and back again, Sidney was dedicated in his duties as the ship foundered.

As far as we can deduce from the evidence, he spent the majority of the sinking down below, unlocking cupboards and distributing lifebelts instead of seeking a lifeboat.

With that, they returned his effects to his 24-year-old widow: some change, Sidney’s broken pocket watch, which had frozen shortly after he entered the water and before Titanic went under—and a key with a metal tag that read “Locker 14, F"D"k.”

So this key that had been taken from Sidney’s body and remitted to Madge Sedunary was more than a simple key: it was a tribute to his unsung and steadfast courage on the last night of his life.

Madge gave birth to Sidney’s son and only child at the end of 1912. He was named after his late father. And in 1921, 9 years after Sidney’s death, Madge remarried—to his younger brother Arthur. They had a son 5 years later, in 1926.

Sid Sedunary, Jr., died in 2010, at the age of 97. He was the last known surviving Titanic orphan.

6 years following Sidney Jr.’s death, the key that had been removed from his father’s body was sold at auction for £85,000.

“He Kept Bravely On, With Nothing to Guide Him”: David Blair, Titanic’s Lost Officer

In the course of his civil and military service to the Crown, David Blair was awarded a King’s Gallantry Medal, a British Empire Medal, a Royal Navy Reserve Decoration, the French Cross of Chevalier of the Legion of Honor, and the Officer of the Order of the British Empire Award, bestowed upon him by King George V and signed by Prince Edward.

And yet, David Blair is only remembered as That Guy Who Took That Important Key.

That Guy Who Forgot the Binoculars.

The Man Who Sank Titanic.

And that, dear reader, is horse excrement.

David Blair had originally been assigned as Second Officer on Titanic, and until April 4, that was the circumstance under which the crew operated. This arrangement was in place from the start, and was in operation during Titanic’s sea trials on April 2, 1912.

The assignments of Titanic’s top officer ranks were as follows:

William McMaster Murdoch, Chief Officer
Charles Herbert Lightoller, First Officer
David Blair, Second Officer

And yet, whether by White Star’s will or at the behest of Captain Smith himself, Henry Wilde was suddenly lined up to take over as Titanic’s Chief Officer. It’s generally understood that the reasoning was because Mr. Wilde was already Chief on Titanic’s elder sister, Olympic. Since it was temporarily berthed, it seemed like Wilde’s experience could be better used on Titanic’s maiden voyage.

Interestingly, Henry Wilde, although aware of the so-called reshuffle as early as March 30, did not receive a proper telegram until April 9, 5 days after Blair’s notice of reassignment.

Charles Lightoller, who was David’s mate, addressed it in his writings, which were published in 1935.

The ruling lights of the White Star Line thought it would be a good plan to send the Chief Officer of the Olympic [Henry Wilde], just for the one voyage, as Chief Officer of the Titanic, to help, with his experience of her sister ship. This doubtful policy threw both [William] Murdoch and me out of our stride; and, apart from the disappointment of having to step back in our rank, caused quite a little confusion Murdoch from Chief, took over my duties as First I stepped back on Blair's toes, as Second, and picked up the many threads of his job, whilst he - luckily for him as it turned out - was left behind.

But many people seem to believe that David Blair’s removal from the crew had disastrous consequences. Because when David disembarked, he accidentally took something that should have remained on board.

It was a tiny iron key, with an oval-shaped brass tag that read “Crow’s Nest Telephone Key.”

In the locker opened by that key were David Blair’s looking glasses. And it is speculated that, because the key that David Blair took was of course missing from the ship, that Titanic’s lookouts were without binoculars.

To spot things like icebergs in the distance.

The speculation about the impact of the lost binoculars is not novel—in fact, began in the Senate Inquiry immediately after the disaster. Lookout George Hogg attested to binoculars being on board during Second Officer Blair’s tenure, but that they became unavailable for use before leaving Southampton.

17494. Do you remember when the "Titanic" was leaving Belfast - you signed on the "Titanic" as look-out man, we know - were a pair of glasses given you?

- Yes.

17495. For the crow's-nest?

- Yes.

17496. Who gave them to you, do you remember?

- Mr. Blair, the acting Second Officer then.

…

17501. When you left the ship at Southampton, what did you do with those glasses?

- Mr. Blair was in the crow's-nest and gave me his glasses, and told me to lock them up in his cabin and to return him the keys.

…

17503. As far as you were concerned, the glasses, you were told, were to be locked up in the cabin of the second Officer?

- I locked them up.

17504. And they were locked up. When the ship left Queenstown were there any glasses in the crow's-nest?

- There were none when we left Southampton.

But, despite the sensationalism regarding David Blair’s supposedly fatal moment of forgetfulness, Lightoller’s response to Hogg was neither damning nor surprising. Lightoller would not be troubled by the lack of binoculars because he had his own pair on board with him.

Moreover, the White Star Line was anecdotally the only line of vessels to even provide binoculars to lookouts, as it was unnecessary for spotting endangering objects and was therefore completely against industry practice. And George Hogg’s testimony immediately following, as well as those of his colleagues, attest to as much. Notable captains experienced in disaster, such as Captain Walter Lord of the SS Californian and Ernest Shackleton, were of the same opinion.

17513. Have you had experience of glasses; have you used them much?

- Never before; only in the White Star Line.

17514. But had you used them before you were on this voyage?

- On another ship.

17515. Of the White Star Line?

- In the "Adriatic."

17516. You had never had them in any ship you have been on except in the "Adriatic," which was another ship of the White Star Line you had sailed in?

- No other ship except the White Star.

17517. Did you find them of use?

- Well, I believe in my own eyesight.

…

17522. What it comes to, if I understand that, is you pick it up with your eyesight, and then if you want to see as well as you can what it is you would use the glasses?

- That is what they are handy for, Sir.

17523. But not for picking up things, you mean?

- No, I pick up things with my own eyesight.

And it was understood that George Hogg’s testimony was accurate—binoculars were never intended to spot distant objects. Just to ascertain details.

Additionally, Senator Smith, who conducted the American Inquiry, was in no way familiar with this fact because he was not a mariner in the slightest—a fact that deeply vexed multiple surviving officers who he interrogated, including Second Officer Lightoller and Fifth Officer Harold Lowe.

So, when contemplated within the context of contemporary maritime practice, David Blair’s mistake resulted in nothing more than a perplexity.

Summarily: David Blair did not “doom” Titanic at all.

In July of 1912, aboard the RMS Majestic, David was reunited with his friend and Titanic colleague, Charles Lightoller. In a repetition of Titanic’s original assignments, Lightoller was First Officer; Blair, Second.

In 1913, following a stint on the Teutonic during which David had been promoted to First Officer, he returned to the Majestic with his newly acquired superior rank, which he maintained for four months.

But fate was determined to intervene on behalf of The Man Who Doomed Titanic.

On the morning of May 6, 1913, a trimmer (id est, a fireman) chose to attempt suicide by jumping overboard. He was only 27 years old.

David was laying down in his cabin when he heard the cries of alarm. He hastily dressed in his uniform and ran up on deck.

MAJESTIC IN WITH CHIEF OFFICER A HERO

Passengers Cheer David Blair, Who Risked Life in Fog to Save Fireman
---
DIVED IN MIDOCEAN
---
Women Weep as Gallant Sailor and Man for Whom He Jumped Are Helped Over Side

...

Everybody on board except Blair himself, wanted to tell about the rescue yesterday, and Captain Kelk said he felt mighty proud of his chief officer.

...

Mr. Blair, who had been roused from sleep by the cry of "Man overboard!" pulled his trousers over his pajamas and grasping his binoculars rushed forward to a place on the promenade deck just under the bridge. He never took his eyes from the sea until he shouted to the skipper that he saw the helpless fireman.

The passengers said Blair made a perfect dive. When he came to the surface he looked to the bridge, and seeing Kelk pointing in the direction of the fireman, got his bearings and struck out for the man he could not then see.

Once he got a glimpse of the unconscious Keoun as the fireman was tossed up on a wave, and from that tie until he himself was rescued Blair saw nothing but sea and mist.

Thought of Fireman First

He kept bravely on, with nothing to guide him, until the lifeboat came by in search of the fireman. Those in the boat called to Blair to climb in, but he shouted: "I'm all right. Get that fireman first. He should be somewhere about here."

Davy Blair, my old Oceanic pal, and I volunteered for a job that we had got wind of in the Flag Lieutenant’s office. The main qualification for the men who were to get it, we were told, was that they should be “Hard Cases.” Well, Davy and I had both done the Western Ocean, and knew it in its worst moods these many years… We were accepted… A visit down sailor town soon completed the outfit, blue jersey, smock, rough serge pants, heavy weather cap, and seaboots, making us the imitation of a perfect fisherman.

“Honor and Glory Crowning Time”: The Grand Staircase

It is a truth universally acknowledged that one cannot think of Titanic without seeing, in the mind’s eye, the Grand Staircase.

And for good reason. The Grand Staircase was installed in all three Olympic-class vessels, and was the opulent centerpiece of each ship.

Titanic’s Grand Staircase, in particular, has achieved an almost otherworldly status, though, because it’s so often recreated in media.

Despite the impression this often gives, the Grand Staircase was, of course, designed to do what any proper staircase does: functionally connect floors.

The Grand Staircase reached from Boat Deck all the way to E Deck. Elevators were also located just forward of the Staircase from A through E Decks.

The Grand Staircase was constructed from Irish oak in the William & Mary style.

And at its top was an astonishing and elaborate dome made from glass and wrong iron, from the center of which hung a gilted crystal chandelier.

“It was an object of great splendour,” proclaimed the White Star Line. “A fitting crown as it were these the largest and finest steamers in all the world.”

The glass dome was backlit during the evening hours thanks to a protective box that was installed around it, to protect it from the worst of the sea elements.

On A Deck, the floor of the landing was comprised of linoleum tiles, which were milk-colored and interspersed with onyx medallions. Blue sofas and armchairs, as well as potted palms, decorated this landing, as well as each subsequent level of the Grand Staircase.

There was also a piano on the Boat Deck level, so the band could entertain in the stairwell.

At the base of the Grand Staircase on A Deck was a bronze cherub holding a torch; replicas are thought to have decorated the bases of B and C Decks. On D Deck, the base of the Staircase boasted an electrically lit gilt candelabra.

We leave the deck and pass through one of the doors which admit us to the interior of the vessel, and, as if by magic, we at once lose feeling that we are on board a ship, and seem instead to be entering the hall of some great house on shore. Dignified and simple oak panelling covers the walls, enriched in a few places by a bit of elaborate carved work...

In the middle of the hall rises a gracefully curving staircase, its balustrade supported by light scrollwork of iron with occasional touches of bronze, in the form of flowers and foliage. Above all a great dome of iron and glass throws a flood of light down the stairway...

Looking over the balustrade, we see the stairs descending to many floors below, and on turning aside we find we may be spared the labour of mounting or descending by entering one of the smoothly-gliding elevators which bear us quickly to any other of the numerous floors of the ship we may wish to visit.

The Grand Staircase was accessible exclusively to First-Class passengers. It functioned as the point of entry to First-Class public rooms and staterooms; the rooms that could be accessed from each deck were as follows.

Boat Deck: opposing corridors granted access to the Officers Quarters and the Marconi Room. The entrance to the First-Class Gymnasium was next door to the Starboard entrance to the Grand Staircase.

A Deck: access to the Reading & Writing Room, as well as the Lounge, which were entered through revolving doors. Also granted entrance to the Promenade Deck, and First-Class staterooms.

B Deck: Both of the “Millionaires’ Suites” were accessible from B Deck, as well as the most lavish of the First-Class staterooms.

C Deck: The Purser’s office, as well as the Enquiries office, were immediately off the Staircase to the Starboard side. More First-Class staterooms were also accessible via companionways.

D Deck: Opened directly onto the Reception Room, and the Dining Saloon was adjacent to that. First-Class staterooms were once again accessible behind the staircase.

E Deck: Only cabins were accessible via E Deck. From here, a modest staircase could be taken down to F Deck to get to certain athletics facilities that were located on F Deck, such as the swimming pool and the Turkish baths.

The well-known ornate clock on A Deck, which was located directly below the glass dome, actually had a name, so to speak. It was called “Honour and Glory crowning Time.”

The clock was carved from solid oak, and its design was inspired by a "monumental" chimney that had been designed for none other than Napoleon Bonaparte.

That chimney was illustrated in the publication “Recueil de decorations interieures” in 1812; it was made of white marble and gilt bronze, and was installed in 1810. Unfortunately, it was destroyed in a fire in 1871.

“Honour and Glory crowning Time” was a so-called slave clock.

This meant that it, along with 24 other clocks within the ship, were beholden to a master clock located in the wheel house that all worked in synchronity. There were two master clocks on Titanic, each of which controlled 25 slave clocks.

A man by the name of Charles Wilson carved the central portion of the clock.

Mr. Wilson recalled that when Titanic departed from Belfast on April 3, 1912, the timepiece was not ready. A circular mirror, therefore, was installed as a holdover until the clock face was ready.

Charles Wilson, therefore, reasoned that the completion of clock had to have occurred while Titanic was docked in Southampton, between April 3, 1912, and her departure on April 10.

The Grand Staircase does not exist within the wreck. It is thought that each segment of the Staircase broke apart and floating out during the sinking, or was shattered by the hydraulic blast caused by the bow’s impact with the seabed. Otherwise, it simply rotted away prior to the discovery of the wreck in 1985.

Where the Grand Staircase once was, is a deep and lightless well. But this has allowed for quite convenient ROV entry into Decks A through D.

Recognizable elements of the foyers that surrounded the Grand Staircase are still visible and intact, such as ceiling fixtures and a few carved pillars, as well as oak beams.

The Aft Grand Staircase was summarily decimated, because it was located where Titanic ruptured and broke.

It should be noted that all of the photos included herein are of Titanic's elder sister, the RMS Olympic. No photos of Titanic's Grand Staircase are known to exist.

Two New Pennies: Touring Titanic

But neither the crew nor the passengers were the first to step foot within Titanic.

The ship’s debut had gone all sorts of awry.

Titanic’s maiden voyage had unfortunately already been delayed from its original date of March 20th, owing to her older sister Olympic having sustained damage to her portside propeller shaft in a collision with the H.M.S. Hawke in September of 1911.

Titanic's new departure date of April 10th then found itself in the immediate wake of a prolonged coal miners’ strike, which had begun in February and ended over a month later on April 6, just four days shy of Titanic at last setting sail.

Furthermore, British transit lines were still severely impacted by the miners’ strike, and along with that came significant shipping delays.

Titanic had, therefore, not been properly polished on schedule, so to speak, and so her fittings were not complete when they should have been. As Titanic sat docked in Southampton, therefore, she was still in fact receiving her so-called final touches: carpets were still being laid, furniture and potted ferns were still being situated, and in many areas she was still being painted.

Fresh flowers were reportedly brought aboard to mask the pungent scent of the paint and varnish, but it did not seem to help much. For example, Second-Class passenger Winnifred Quick, who was 8 years old when she survived the sinking, recalled that the smell of fresh paint nauseated her so much that on the night of April 14th, her mother had left the door to their room ajar to vent the fumes.

Owing to this delayed work, White Star refrained from the usual publicity-driven grand “Open Day” that it had held for previous vessels, wherein visitors would pay admission to tour the most impressive parts of the new ship, such as the Grand Staircase.

Titanic’s older sister, the RMS Olympic, had successfully hosted such a day back on May 27, 1911, shortly before her sea trials got under way.

Titanic had also been unofficially toured by various visitors in both Southampton and its hometown of Belfast, where it had been constructed.

Some of these tourists were illustrious—such as artist Norman Wilkinson, whose painting was hung in the First-Class Smoking Lounge and who Captain Smith was simply too busy to chaperone—and many were unnamed or otherwise covert.

Per the Belfast News-letter edition dated April 1, 1912, White Star allowed guests of “special invitation” to take a look around the ship on March 30th, shortly before she undertook her sea trials on April 2nd.

Thomas was also a new widower. Three months prior in January 1912, his wife Jennie had died at only 32 years old from pulmonary tuberculosis. Thomas was bereft, and his two young boys were without a mother.

After Jennie passed away, Thomas decided to take to the sea in order to reconstruct life for himself and his sons, named Thomas Jr. And William. He planned to work in New York, or maybe Canada, and carry on with the White Star Line. His sons would be taken care of by their aunt, and sent over in a few months’ time, once Thomas was settled.

So Thomas Millar signed onto Titanic on April 6, 1912, as an assistant deck engineer. It was only his second sea voyage, with the first being a stint on the SS Gothland, which at the time was chartered to the Red Star Line.

And on April 2, 1912, Thomas brought his sons to the dock where Titanic awaited its departure from Belfast.

There, as a special gift, he gave Thomas Jr. and William both two shiny new pennies, and asked them to make a promise: to keep them, until they were reunited. “They are this year’s”, he is reported to have told his boys. “Don’t spend them until I come back. I kept them out of my last wages specially for each of you.”

Later that day, little William Millar watched Titanic pull away from the beach at Boneybefore.

And less than two weeks later, as he played with a paper boat on that same beach, that he saw his older cousin Ella approaching, bearing tragic news.

Thomas Millar died in the sinking. His body, if ever identified, went unrecovered.

The Millar boys, who had only just lost their mother, were now orphaned and impoverished. Thomas Jr. was 11 years old; William was only 5.

They stayed in the custody of their aunt until each were aged 16, supported only by a “pittance” from the funds provided to the surviving families of victims.

But they, much like their late father, carried on. And neither ever spent their father’s pennies.

Thomas Jr. grew up to work for Harland & Wolff. William, who went by his middle name of Ruddick, became a notable writer and playwright. He died in 1952.

The pennies that Ruddick refused to spend, even as he grew up poor and parentless, now belong to his granddaughter, Susie Millar.

“We Must Get Them Into the Boats”: Colonel Archibald Gracie IV

Archibald Gracie IV was the All-American sort of American.

He was born in Mobile, Alabama, in January of 1858. At the onset of the American Civil War, his father defied his Unionist family and in 1862, he became a general in the Confederate Army. He was killed while he was looking through a spyglass at Petersburg in 1864, when an artillery shell exploded in front of him.

The young Gracie wasn’t yet 6 years old when his father died, and that same year, was sent to boarding school in New Hampshire. Gracie IV grew up to attend (but not graduate) from West Point and become a colonel in the 7^th New York Regiment.

During his time on “this floating palace,” Colonel Gracie offered his services to a group of women traveling alone. This was a common practice at the time, to escort unaccompanied ladies to ensure their safety and well-being.

Colonel Gracie also spent a great deal of time with Isidor and Ida Straus, whose story of tragic devotion is easily the most famous of all the couples on board Titanic.

Colonel Gracie and Isidor were both armchair historians, and they made a hobby out of discussing the American Civil War, as they had both been affiliated to the Confederate cause. Gracie lent Isidor a book about Chickamauga—his own book, naturally.

Isidor returned it with gratitude to the Colonel on Sunday, April 14, 1912.

Gracie was also an esteemed member of an impromptu and exclusive club called “Our Coterie,” a group of seven writers, including Hugh Woolner and Edward Austin Kent, who met every day. It was essentially Titanic’s Finer Things Club.

On Sunday morning, Colonel Gracie spent a concentrated amount of time exercising, and made a point to take advantage of Titanic’s many athletic facilities, including the gymnasium, the racquetball court, and the heated swimming bath. The latter activity clearly caused him some mental anguish as he thought back on the sinking.

When Sunday morning came, I considered it high time to begin my customary exercises… I was up early before breakfast and met the profession racquet player in a half hour’s warming up, preparatory for a swim in the six-foot deep tank of salt water, heated to a refreshing temperature. In no swiming [sic] bath had I ever enjoyed such pleasure before. How curtailed that enjoyment would have been had the presentiment come to me telling how near it was to being my last plunge, and that before dawn of another day I would be swimming for my life in mid-ocean, under water and on the surface, in a temperature of 28 degrees Fahrenheit!

…Such was my morning preparation for the unforeseen physical exertions I was compelled to put forth for dear life at midnight, a few hours later. Could any better training for the terrible ordeal have been planned?

All through the voyage the machinery did not manifest itself at all from my position in my stateroom, so perfect was the boat. I looked out of the door of my stateroom, glanced up and down the passageway to see if there was any commotion, and I did not see anybody nor hear anybody moving at all; but I did not like the sound of it, so I thought I would partially dress myself, which I did, and went on deck.

I went on what they call the A deck. Presently some passengers gathered around. We looked over the sides of the ship to see whether there was any indication of what had caused this noise. I soon learned from friends around that an iceberg had struck us.

Presently along came a gentleman… who had ice in his hands. Some of this ice was handed to us with the statement that we had better take this home for souvenirs. Nobody had any fear at that time at all.

Unsurprisingly, Colonel Gracie did not take to a lifeboat.

He spent most the sinking assisting Second Officer Charles Lightoller in filling lifeboats and providing those passengers with blankets.

Gracie was also vital to the launch of the so-called "collapsible" lifeboats, handing over his penknife to help cut the boats free from the roof of the officers quarters. They successfully loosed Collapsibles A, C, and D.

But as they worked frantically on Collapsible B, the bridge dipped; Gracie and his friend, who he had been with for most of the ordeal, moved toward the stern. Caught in the crowd of passengers, the water rushed up to meet them.

Colonel Gracie jumped with the wave and grabbed for the bottom rung of a ladder, and pulled himself onto the roof.

So the ship went down.

And Gracie with it.

Down, down I went: it seemed a great distance. There was a very noticeable pressure upon my ears…

Just at the moment I thought that for lack of breath I would have to give in, I seemed to have been provided a second wind, and it was just then that the thought that this was my last moment came upon me. I wanted to convey the news of how I died to my loved ones at home. As I swam beneath the surface of the ocean, I prayed that my spirit could go to them and say, ‘Goodbye, until we meet again in heaven.’

Finally I noticed by the increase of light that I was drawing near the surface. Though it was not daylight, the clear star-lit night made a noticeable difference in the degree of light immediately below the surface of the water... Looking about me, I could see no Titanic in sight. She had entirely disappeared...

What impressed me at the time that my eyes beheld the horrible scene was a thin light-gray smoking vapor that hung like pall a few feet about the broad expanse of sea that was covered with a mass of tangled wreckage.

Gracie grabbed a hold of a wooden crate and found his way to--of all lifeboats--Collapsible B, which had floated away upside down when Titanic's deck was submerged.

By Gracie's estimates, there were approximately a dozen men on top of the capsized boat when he managed to pull himself aboard, and about a dozen followed him. All in all, Gracie guessed there were about 30 on Collapsible B.

The boat was kept afloat by an air pocket that inevitably diminished as their weight bore down and the night wore on; multiple survivors speak of the water washing over them.

No one could move. And it was this precarious situation, as the lifeboat sank deeper, that caused the survivors on Collapsible B to deny other survivors who swam near.

Colonel Gracie turned his head away, lest he be begged and made to refuse. There are reports of men being beaten away with oars. And a report, supported by Gracie and another survivor, that a man who was told off replied with, "All right, boys; good luck, and God bless you."

With the morning came the swell of the sea, and the air pocket within leaked. Second Officer Lightoller, the ad hoc leader of Collapsible B and the highest-ranked officer to survive, arranged for the men to stand and shift their weights to counteract the swells.

By the time they were rescued, the water was up to their knees, and multiple men had died.

Colonel Gracie had to drag himself into Lifeboat 12 when they pulled up alongside Collapsible B. Per his account, there was a dead man in the boat, whose identity has never been determined. Gracie said that he tried desperately to revive him, but it was in vain.

On board Carpathia under a pile of blankets, Colonel Gracie found his body and legs had been cut; he had, it turned out, also sustained a wound to his head.

He was graciously nursed by other survivors, including Frederic and Daisy Spedden, as well as their son’s nursemaid Elizabeth Burns, who provided him with warm drinks. He made a point of thanking them in his manuscript.

Colonel Gracie testified in the resulting Senate Inquiry and set immediately to write a book about the sinking. It is, as you have seen, extraordinarily detailed. He spent a considerable amount of time performing research, curating peer survivor accounts, and determining who was in each lifeboat.

But however bombastic he seems in his writing, the truth is that Colonel Gracie’s vitality, if not his life, was lost to Titanic. He was a diabetic, and the hypothermia he suffered took a severe toll on his health.

At only 54 years old, Colonel Archibald Gracie died on December 4, 1912.

“Here, There, and Everywhere”: Chief Designer Thomas Andrews

At the time, Thomas was engaged to Helen Reilly Barbour, who he called Nellie. Apparently, he had proposed to her rather abruptly back in 1906, according to a remorseful letter he sent to her on March 25 of that year. "My dear Nellie," he wrote, "I cannot tell you how much it grieves me to feel that I frightened or gave you any annoyance last night."

Nellie clearly forgave him for his impulsivity, though, and they married in 1908. They had a daughter, nicknamed Elba because of her initials, in 1910.

Henry Etches, a steward who had also worked on Olympic, attended to Thomas’s needs on board, taking him “some fruit and tea” and helping him to dress in his evening wear every night.

“That would be about a quarter or 20 minutes to 7, as a rule,” Etches said. “He was rather late in dressing.”

By all accounts, Thomas spent his time roaming all about the gargantuan ship looking for improvements to be made. He always took down the minutest of details in his notebook, such as an excess of screws in the stateroom hat hooks and the color of the red tiling on the promenade deck being just a touch too dark.

Etches testified to as much at the American inquiry. When asked by Senator Smith if Mr. Andrews had been busy and worked nights, Etches replied as follows.

He was busy the whole time… He had charts rolled up by the side of his bed, and he had papers of all descriptions on his table during the day… He was working all the time, sir. He was making notes of improvements; any improvements that could be made… during the day I met him in all parts, with workmen, going about. I mentioned several things to him, and he was with workmen having them attended to. The whole of the day he was working from one part of the ship to the other… I happened to meet him at different parts of Deck E more often than anywhere else.

According to Etches, he also knew that Thomas visited the boiler rooms, as he saw the suit that he wore when visiting the boilers discarded on Thomas’s bed.

Thomas’s perfectionism and meticulous attention to detail, however, should not be taken as an implication that he was not pleased with Titanic on the whole. He is reported to have said to first-class survivor Albert Dick, whom Thomas had befriended on board, “I believe her to be nearly as perfect as human brains can make her.”

Thomas routinely worked into the late hours, and is reported to have been awake and working at the time of the collision with the iceberg. Immediately thereafter, he was witnessed taking emergency tours of the ship. Per survivor Albert Dick, as reported in Shan Bullock’s biography of Thomas Andrews:

Steward James Johnstone reported that while he was in the dining saloon, he saw Mr. Andrews run down toward the Boiler Room, followed by Captain Smith.

Johnstone said that while he was stuffing four oranges in his pockets, Thomas resurfaced. Johnstone followed him down to E-Deck, where he watched him descend further still to the mail rooms.

When he peered after Thomas running down the stairwell, he saw water flooding in.

Thomas, who was without a hat and had an insufficient coat for the ocean night-chill, was also witnessed personally seeing to getting passengers to wear their lifebelts and enter lifeboats throughout the entire sinking.

Jack Thayer wrote in his account that he and his parents were directly approached by Thomas.

[I saw Mr. Andrews at] 20 minutes past 12. He stopped me. I was going along B Deck, and he asked had I waked all my passengers… Mr. Andrews then told me to come down on C Deck with him, and we went down the pantry staircase together. Going down he told me to be sure and make the passengers open their doors, and to tell them the lifebelts were on top of the wardrobes and on top of the racks, and to assist them in every way I could to get them on, which I endeavored to do.

We walked along C Deck together. The purser was standing outside of his office, in a large group of ladies. The purser was asking them to do as he asked them, and to go back in their rooms and not to frighten themselves, but, as a preliminary caution, to put the lifebelts on, and the stewards would give them every attention. Mr. Andrews said: "That is exactly what I have been trying to get them to do," and, with that, he walked down the staircase to go on lower D Deck. That is the last I saw of Mr. Andrews.

Stewardess Mary Sloan likewise was awed by Thomas’s calm and determined selflessness, despite the fact that his face “had a look as though he were heart-broken”.

She said, “He was here, there, and everywhere, looking after everybody… thinking of everybody but himself.”

Stwardess Annie Robinson’s report likewise speaks to Thomas’s drive to protect those on board. After asking her to open up all the unoccupied rooms and distribute their lifebelts and blankets, as well as to make sure all the ladies had left their rooms, he gently chided her for not wearing her own lifebelt. Per the biography of Thomas Andrews written by Shan Bullock, their exchange went like this.

Thing is, this wasn’t the last sighting of Thomas Andrews.

And it was never purported to be.

While Thomas was indeed seen in the Smoking Room, the timeline for this particular Last Sighting is just plain off. Stewart stated that he saw Mr. Andrews only minutes before he took to Lifeboat 15, which left the ship at 1:40a.m. The ship did not sink until 2:20a.m.

It’s a heartbreaking moment for sure, but it was never set forth as Thomas’s last moments alive.

In truth, Bullock states directly thereafter that Thomas was seen on deck during Titanic' final few minutes; he was throwing deck chairs and anything else to hand overboard before being washed off the deck. And as per Mess Steward William Fitzpatrick and disclosed by the authors of “On a Sea of Glass,” he was last witnessed being washed off the bridge alongside or nearby Captain Smith.

Thomas's body was never recovered.

On April 19, 1912, the Andrews family in Belfast received the telegram they’d dreaded.

“When Picked Up Out of the Sea”: First-Class Barber Augustus Weikman

Augustus had been working for the White Star Line since 1892, and he had the distinction of being the oft-reported sole American White Star employee on Titanic.

Mr. Weikman's seniority and skill had distinguished him among the elite passengers of First Class. He reportedly had an excellent rapport with his regular clients, and enjoyed talking about the stock market with Philadelphia millionaire George D. Widener, and even J.P. Morgan. It was reported by the Cleveland Plain Dealer in its April 19, 1912, issue that old J.P. would let no other man attend to him whilst traveling at sea.

The barbershops on Titanic—plural, because there was Second-Class counterpart to the first—also served as little souvenir shops.

It was here that passengers could purchase postcards, tobacco, pens, flags, wallets, chocolates, as well as necessary items such as collars and combs, and a whole array of bric-a-brac, all boasting the White Star logo.

Strung from the ceiling were plenty of little trinkets, including hats, dolls, and penknives.

It’s been speculated that teddy bears might have also been available, as they were quite popular at the time and peer liners such as the rescue ship Carpathia had them available for sale.

Since there was no “stock list,” so to speak, of which sundries were kept in these shops, it’s a lot of reasonable speculation.

Very few souvenirs from Titanic’s First-Class barbershop exist, but those that have survived include few engraved spoons, a hat ribbon with “R.M.S. Titanic” on it, and a pin cushion that Fr. Francis Browne bought for his niece while on board from Southampton to Queenstown.

It is a lifebuoy with the Union Jack, the American Flag, and "Titanic" on the ring. In the letter that accompanied it, Fr. Browne wrote that the little gift was “not beautiful, but it may be useful.”

Oh, painful irony.

“I had closed my shop," he continued, "and was taking a turn on the promenade. Looking through the windows I could see the passengers in the main saloon playing cards and reading. Suddenly, I was startled to hear the hoarse voice of a lookout command Port your helm!"

There was a dead silence for a moment and then I felt the vessel lurch slightly and heard the side plates of the ship wrench and scrape. The bell in the engine room then clanged out the signal for reversing the engine, and I knew that we had struck something.

Augustus said that it was only a “slight shock,” but he never the less immediately made his way to A-Deck.

He met Thomas Andrews along the way. When Augustus asked what the damage report was, Thomas is reported to have replied, “My God, it’s serious.”

Augustus made his way to the First-Class gymnasium and found John Jacob Astor and George Widener standing at leisure together, watching men hit at a punching bag. When Augustus suggested to Mr. Widener that he should put on a lifevest, Mr. Widener laughed at him.

"What sense is there in that?" Widener is claimed to have replied. "This boat isn't going to sink."

Augustus later saw the same two men standing together on the deck after they had bid farewell to their wives. This is the last known sighting of either Astor or Widener.

Augustus spent the sinking assisting women and children into lifeboats, reportedly alongside White Star Chairman J. Bruce Ismay, whose conduct during the sinking--id est, saving himself--Augustus later defended with vehemence.

Because, according to Augustus, "the lifeboats offered no opportunity for the savings of a humble barber," he at some point took the time to go change his clothes and grab a pair of gloves. He said he didn't want to ruin his new uniform.

Augustus appears to have recounted the details of his own rescue a little differently in every contemporary journalistic retelling, but the basics go something like this: he seems to have been washed off his feet by the vertical rising of the deck, and was submerged—possibly against the railing alongside a dozen deckchairs all tethered together.

The Camden Post Telegram reported the following in its May 15, 1912, issue.

The crisis came while I was aiding in getting loose the last collapsible boat," said [Weikman]. "All at once the bow of the Titanic dipped down into the ocean about 500 feet and the stern reared itself in the air about 350 feet. No person under deck at this time had a possible chance to escape, and all on deck were hurled into a jumble in the center of the boat. I was covered with ropes, timbers and chains and while endeavoring to extricate myself could hear the shrieks, yells and moans of the dying. Finally I got loose except for a rope fastened about my foot. This gave me considerable trouble, but I finally got free and began to swim away from the ship.

I had not gone more than fifteen feet when there was an explosion on the boat and I was hurled about 100 feet away from her with a lot of the ship's appliances falling about me. In the wreckage were a dozen or so deck chairs tied together. This fell near me and saved my life.

When Augustus resurfaced, he climbed on board the nearby deckchairs and used them as a raft. He stated that if he had hauled himself entirely aboard that the entire thing would have been submerged, so his feet and legs were dangling off of it.

Augustus stated that, while the deck chairs were literal life-savers, that they had struck him when he was thrown into the air. He believed that the blunt force he sustained from them did some damage to his spine.

He saw a lifeboat in the near distance and paddled his way to it with only his hands and his bottom half dragging in the water, because he realized that he would be more likely to be saved the closer he was to it.

As he got closer, it’s reported that someone aboard called out, “Gus, is that you?”

The lifeboat had looked crowded from afar, but when he finally approached, he was surprised to find the opposite. Augustus realized that the crowd had thinned because the lifeboat was several inches underwater and barely floating, so every time the craft lurched, people were thrown into the water and lost to hypothermia.

There were a number of people clinging to ropes on the side as well; when Augustus expressed his surprise that they did not try to pull themselves up and aboard, he found out that they were frozen dead.

There is little discoverable information about which lifeboat this was, but its submersion has led many Titanicophiles to conclude that it had to be Collapsible A, which had been washed off the deck before its side could be pulled up.

Collapsible A was finally approached by Fifth Officer Harold Lowe in Lifeboat 14, and its few survivors suffered from extensive damage to their legs and feet, which Weikman likewise sustained.

Because of the extent of his injuries, the severe cold, and a friendly hit of brandy, Augustus is reported to have passed out and brought up onto Carpathia barely conscious.

And according to his grandchildren, he was so deeply unconscious and his pulse so faint that he was mistaken for dead.

They say that Augustus's effects, including his watch, were stripped from him, and he woke up in a body bag in the makeshift morgue on board Carpathia. As the story goes, he literally kicked and screamed his way out until someone came to his aid.

While I cannot find any primary source for this story, it is never the less borne out by the fact that Augustus was originally not listed among Titanic survivors.

In fact, his wife was reportedly in the midst of being consoled by neighbors on April 17, 1912, when the miraculous telegram arrived: Augustus Weikman was, against all odds, alive.

Per the Trenton Evening Times, which published an interview with Augustus taken when the Carpathia docked in New York City, “Weikman showed the effects of the terrible experiences through which he had just passed, and at time his talk was almost incoherent.”

Augustus Weikman took quite some time to recover from his injuries; he was confined to a wheelchair, and it was feared he might lose his feet. But he made a full recovery, and his great-grandson has stated that, according to family lore, Augustus used a poultice of chicken manure to regain circulation in his legs.

When Augustus returned to his home in Palmyra, New Jersey, he was celebrated as a hero; his neighbors are reported to have lined the street just to shake his hand as he was wheeled inside his house.

August kept some invaluable mementos of the sinking, including a one-dollar bill that he’d found in his pocket once rescued. He inscribed it thusly.

In July of 1912, upon hearing of fundraising for a Titanic memorial by Mrs. John Hays Hammond, Augustus Weikman sent the inscribed dollar bill, enclosed in a letter recounting his experience.

Augustus also treasured his pocket watch, almost lost when he was given up for dead on board the rescue ship, if not for the fact that it was engraved with his initials.

It was stopped forever, as he said, on 1:50 a.m.

Weikman had sworn off the sea in April, but by August of 1912, he was offered the position of Admiral's Barber on Titanic's elder sister Olympic once he had recovered from his injuries. He chose instead to sign on to the Lusitania, which was reported by the New York Times on August 6, 1912.

[Augustus Weikman] is unable to content himself ashore. Mr. Weikman said after his experiences that he would never go to sea again, but he has arranged to resume his old position as chief barber, and will sail from New York on the Lusitania to-morrow.

Mr. Weikman has been traversing the ocean for a number of years, and says that when on land he is like a fish out of water, and it is impossible for him to be content except on the ocean.

"After all,' he said to-night, "an accident like the Titanic's may never occur again, and I think I will risk it, anyway."

“In Discouraging Games of Chance”: The First-Class Smoking Room

Titanic’s First-Class Smoking Room was a Georgian-style masterwork: all wooden paneling in luscious dark mahogany, every breadth of which was ornately hand-carved and inlaid with mother-of-pearl. The ceiling was molded with elaborate plaster medallions, and the floors were tiled in an alternating pattern of blue and red. This color scheme has been confirmed via tiles that have been salvaged from the wreck site.

It was designed with an old-school gentleman’s club in mind, because it was exclusively available to men in possession of a first-class ticket. In the warmth of Titanic’s only coal-burning fireplace, Very Important Men could imbibe, gossip, gamble, read—and smoke, of course.

From their seats in the upholstered, round club chairs—Titanicophiles speculate this furniture may have been green leather (because Olympic’s were), but more probably burgundy (to better suit the décor)—these fancy men sat around square tables with raised edges, lest drink spillage ruin their evening wear.

And all around, in every periphery and all through the day and evening, large stained-glass windows glowed. These windows, set in impedimented niches, were backlit by electrical lighting.

A drink and good cigar could be ordered in the Smoking Room from a steward working the bar, which according to deck plans, was adjacent to the Smoking Room, behind the white-marble fireplace. The bar closed at half-past 11 p.m., and the Smoking Room itself shuttered at midnight.

A specially commissioned work by Norman Wilkinson called “Plymouth Harbor” was hung above the fireplace, although it’s often been mis-reported that the painting was Wilkinson’s “Approach to the New World,” which was actually housed on the Olympic.

In 1996, Wilkinson’s son created a faithful reproduction of “Plymouth Harbor,” presumably from his father’s notes and/or sketches.

The First-Class Smoking Room was also the setting of one of Titanic’s most famous, though misreported, farewells: that of Chief Shipbuilder Thomas Andrews.

Generally speaking, it was a frequently occupied space, by both groups and individual men. Spencer Silverthorne, for instance, attested to reading in the Smoking Room when Titanic struck the iceberg.

But the Smoking Room was a popular place for more nefarious reasons than reading: it was the haunt of some hardcore card-sharps.

This wasn’t a Titanic-specific phenomenon. In fact, transatlantic liners were plagued with professional gamblers. Bearing this in mind, the following warning was issued alongside Titanic’s passenger manifest.

SPECIAL NOTICE

The attention of the Managers has been called to the fact that certain persons, believed to be Professional Gamblers, are in the habit of travelling to and fro in Atlantic Steamships.

In bringing this to the knowledge of Travelers the Managers, while not wishing in the slightest degree to interfere with the freedom of action of Patrons of the White Star Line, desire to invite their assistance in discouraging Games of Chance, as being likely to afford these individuals special opportunities for taking unfair advantage of others.

Charles is believed to have survived in Lifeboat 9.

There was also George Brereton, who boarded under the alias “George Brayton,” and was staking out his next target in the Smoking Room when the collision happened.

The other confirmed card-sharp on board was Harry “Kid” Homer, who boarded Titanic as a first-class passenger under the alias “E. Haven”. Harry was a pretty notorious criminal by 1912, starting with an arrest in New York back in 1901 “as a dangerous and suspicious character,” when he “was given twenty-four hours to leave that city.”

Later that same year, Harry was arrested in Cincinnati. Then arrested in 1905 in Cleveland, and 1906 in Arkansas. Then in 1908, he appeared in New Orleans.

Per the Time Democrat issued November 24, 1908, “Homer is said to have had his picture in the local rogue's gallery, and has been arrested in various cities in connection with wire-tapping, pocket-picking and other alleged crooked work” at which point Harry insisted that “he had stopped off [in New Orleans] only a few hours while en routeto San Antonio, Texas."

It is reported that Kid Homer never divulged details about how he survived the sinking, other than his occupancy in Lifeboat 15.

On May 11, 1912, The Witney Gazette published an article stating that Kid Homer, another conman by the name of Doc Owens, and a third unnamed crook were all playing cards in the Smoking Room when the collision occurred; thereafter, Doc Owens reportedly called on a steward that he’d previously bribed to keep hush about their identities.

Despite the inclination to vilify petty criminals, this report is contested.

Specifically, The New York Times reported on April 18, 1912, that Doc Owens’s presence in the city had been confirmed and that he was not a passenger. According to this same report, neither were other conmen Jimmie Bell and Ernest “Peaches” Jefferys.

Except that Ernest Jefferys was not a criminal at all. And he had, in fact, been on Titanic.

Ernest Jefferys was socializing with his brother Clifford and brother-in-law Peter when Titanic struck the iceberg, and he had died in the sinking. His sister survived, and threatened to sue the Times for their error.

Another criminal, Jay Yates, was reported as having gone down with the Titanic. He had not, as it turned out, because he was attempting to fake his own death; he was wanted by the police for stealing two grand in postal money orders.

Yates reportedly hired a woman to pose as a survivor and deliver his heartfelt goodbye note to a newspaper office with the following note, as per the Chicago Inter Ocean on April 21, 1912, which reported that “Jay Yates, gambler, confidence man and fugitive from justice” had gone down with the ship.

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Category: About the Ship

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