Titanic Week - Soliloquism

“The Captain’s Tiger”: James Arthur Paintin

Arthur had entered into employment with the White Star Line in 1907, and by 1912, he had already served as Captain Smith’s Tiger on both the Adriatic and Titanic’s elder sister Olympic.

It is unclear if Arthur had acted in the capacity of a steward for a significant amount of time prior to his time with Captain Smith, because while on board Titanic, he wrote that he had joined a “stewards club” the previous August. He did note that benefits did not begin in that club until the first anniversary of his membership.

So Arthur was thusly intrigued by the opportunity to join what was essentially a rotary club called the "Hearts of Oak". He expressed this interest to his father.

As the Captain’s Tiger, Arthur was in essence a personal valet. And it would certainly seem that Captain Smith had a distinct appreciation for Arthur's excellent services, as Titanic's maiden voyage was at least their third voyage together.

Arthur would have been responsible for Captain Smith’s functional needs within his quarters, like his laundering and boots, and with bringing him necessities like messages and meals as needed.

It is possible that Arthur accompanied Captain Smith to public meals, in order to attend to his needs. But where and when the Tiger himself ate, is not known.

Stewardess Violet Jessop observed that, at least on Olympic, all manners of stewards ate hurriedly and without much respite, whenever their schedules would allow it.

There was a lounge on board Titanic assigned exclusively for the use of personal maids and valets of passengers. But it it is unknown if this lounge likewise would have been available and appropriate for the Captain's Tiger.

To date, Arthur Paintin’s movements throughout Titanic's voyage are entirely unconfirmed. There appears to be no record.

Acting as the Captain’s Tiger was a role of some significance—which is why Arthur’s absence from eyewitness accounts is sometimes noted by Titanic enthusiasts as peculiar. But then again, it is not in the general purview of a personal steward to be noticeable.

Only Frederick Dent Ray, a surviving Saloon Steward, has thus far been noted as having witnessed James Arthur Paintin on board--specifically, in the final moments of the sinking.

Frederick testified as follows on the ninth day of the American Inquiry, stating that Arthur had last been seen alongside Captain Smith on Titanic's bridge.

Hyslop, Donald, Alastair Forsyth, and Sheila Jemima. "Titanic Voices: Memories from the Fateful Voyage." Sutton Publishing Limited, 1997.

Jessop, Violet. "Titanic Survivor: The Newly Discovered Memoirs of Violet Jessop Who Survived Both the Titanic and Britannic Disasters." Annotated by John Maxtone-Graham. Sheridan House, Inc., 1997.

https://www.encyclopedia-titanica.org/titanic-victim/james-arthur-paintin.html

https://www.encyclopedia-titanica.org/family-information-about-arthur-paintin-his-wife-and-child.html

https://www.titanicinquiry.org/USInq/AmInq09Ray01.php

“A Ship Full of Flowers”: Sensory Titanic

Lillian Asplund, a steerage passenger who was six years old when she boarded Titanic, later recalled, "I remember not liking the smell of fresh paint."

Meanwhile, Second-class passenger Kate Buss wrote in a letter home, "The only thing I object to is new paint so far."

Third-class passenger Jane von Tongerloo was so displeased with the smell, recalled her daughter, that she left the cabin door ajar just to get a modicum of fresh air.

The combination of oil-based paint and linseed oil was a heady aroma under the best of circumstances, but could prove particularly difficult to overcome, when ventilation was primarily achieved via portholes. Opening these, of course, subjected the room to the fickle April chill.

The smell of paint even sickened some passengers, causing symptoms such as head pain.

The White Star Line reportedly made attempts to mask the chemical odors with an absolute excess of floral arrangements.

White Star flooded both suites and various public spaces with bouquets--to such a degree that one passenger later described Titanic as "a ship full of flowers."

The plentitude of flowers on board Titanic were all provided by a single nursery: F.G. Bealing & Son of Southampton.

The horticultural florist firm had begun supplying the White Star Line when the company arrived on the scene in Southampton in 1907. It was a connection achieved via Bealings's existing relationship with Oakley & Watling, White Star Line's exclusive fruit supplier.

In the evening hours of April 9th, Mr. Frank Bealing, his son, and his foreman Bill Geapin loaded all the flowers, palms, and potted plants into mule-drawn carts, and pulled up alongside the mammoth liner in its quay.

The men set down all the flowers on a tarp in one of Titanic's main foyers, and set to work distributing them about the ship.

Decorative plants were staged partly at the direction of White Star staff and partly per the Bealings's tastes, although they likely would have attempted to mimic the placements they'd done on Titanic' elder sister Olympic.

Fresh-cut flowers, meanehile, were stored in the Titanic's G-Deck storage room labeled "Passenger Fruits & Flowers."

It is also rumored that Bealing buttonhole carnations were handed out to the First-Class passengers on sailing day, and many likely found their ways down into the water below. A local boy who went to see Titanic off recalled that "all the people on deck were waving and throwing flowers down, and they were all going into the sea."

There are varying reports of the substance of floral bouquets upon First-Class dining tables for each meal.

Perhaps each table was alternately arranged with a unique bouquet, suggesting a theme; perhaps the variations in their retellings are simply mistakes of memory.

Lady Duff-Gordon wrote of her dinner table in the A La Carte restaurant on April 14th, "We had a big vase of beautiful daffodils on the table, which were fresh as though they had just been picked."

Meanwhile, Mahala Douglas recalled that while attending the dinner party for Captain Smith on the at very same evening that those tables were adorned with bouquets of pink roses and white daisies.

And Lily May Futrelle recalled with a flourish that her dinner table boasted a "great bunch" of American Beauty roses.

It should be noted, however, that botanical fumes in First-Class cabins were not exclusively due to zealous floral placement.

They also emanated from bath products supplied by the White Star Line.

Titanic, much like any hotel, also provided complimentary toiletries to its guests.

In particular, White Star provided “Vinolia Otto Toilet Soap” exclusively to its esteemed First-Class clientele on all of its vessels.

The soap was produced by the Vinolia Company Limited, an English company that existed as early as 1894.

Vinolia Otto was advertised as the “standard of Toilet Luxury and comfort at sea… perfect for sensitive skins and delicate complexions… and for regular Toilet use there is no soap more delightful.”

Vinolia likewise claimed its product was “just the soap to counteract the effect of the salt sea upon the skin.”

It reportedly had strong scents of roses and lemon, leading to reasonable assumption that the soap was named after its source botanical component: rose oil, which is more elegantly referred to as “an attar of roses” or “Rose Otto”.

Speaking of roses: perfumes were of course in use in 1912, and likely would have also contributed to Titanic's olfactory atmosphere.

And although determining which branded perfumes may have been on board Titanic is speculative at best, enthusiasts have made some informed guesswork based upon the popularity of various perfumes in the spring of 1912.

Two such perfumes were by Jacques Guerlain: called Jicky, and L’Heure Bleu.

The former was made up of vanilla and lavender with a secondary citrus essence, while the latter left a powdery, dusky impression due to spicy aniseed and violet notes. A stroll across Titanic's decks may very well have been visited by one of these scents woven into the cool salt air.

It is likely that same walk down the promenade would also have been accompanied by the rich aroma of tobacco.

Cigarettes, cigars, and pipes were welcomed throughout the vessel, save for a few areas, such as the First-Class Dining Saloon during mealtimes and the corridors.

Smoking was likewise forbidden in the Palm Court on A Deck, a point of contention that turned the room into a de facto playground on Titanic’s sister Olympic.

But smoking was otherwise permissible in most locations. It was so ubiquitous, in fact, that during a review of the Olympic, White Star chairman J. Bruce Ismay advocated for additional cigar-holders to be installed above the urinals in the men's lavatories.

Additionally, the Cafe Parisien on B Deck seemed particularly popular for fashionable young cigarette smokers on board the Titanic.

Officers were assigned their own Smoking Room, and it is reasonable to assume it was frequented.

Fifth Officer Harold Lowe was photographed with a pipe on multiple occasions throughout his career, as was Second Officer Charles Lightoller. First Officer William Murdoch was reportedly a smoker as well.

Cigars, meanwhile, were the proud enjoyment of many an elite gentleman on board, including Captain E.J. Smith. Smith's daughter once recounted that her father was so precious with his cigars that he would insist that other people in the room stay utterly still, so as not to disturb the blue-smoke haze.

On to a less pleasant smell than all the others: the iceberg that sank Titanic. Multiple survivors attested to the rank odor of nearby icebergs on the night of April 14th.

Crewmember Frank Winnold Prentice stated, "You could smell ice; I knew it, because you can smell it… keenness, a keenness in the air. There’s something about ice you can smell," in a filmed interview in 1983.

In his testimony before the British Wreck Commissioner's Inquiry, lookout George Symons also recalled that he could smell ice in the vicinity.

Hyslop, Donald, Alastair Forsyth, and Sheila Jemima. "Titanic Voices: Memories from the Fateful Voyage." Sutton Publishing Limited, 1997.

Behe, George. "On Board RMS Titanic: Memories of the Maiden Voyage." The History Press, 2012.

https://www.encyclopedia-titanica.org/community/threads/flowers.4988/

https://www.titanicinquiry.org/BOTInq/BOTInq10Symons01.php

http://www.oldmagazinearticles.com/Lady-Duff-Gordon-Survives_TITANIC-pdf

"Titanic: A Question of Murder," 1983. Youtube URL: https://www.youtube.com/watch?v=uYWz4SAwZp0

“Truth Touched by Emotion”: The Carpathia’s Arrival in New York City

Guglielmo Marconi's wireless "telegraphy" technology was truly a wonder of the modern age.

But beyond its dazzle, it functioned as an entirely public line of communication between operators--and anyone else who might care to know.

And so, as Titanic sank, its urgent, unbroken distress calls had been dispersed in real-time. Until around 2:00 a.m., when Titanic's voice quite suddenly went silent, and was not heard again.

At the New York Times office, editor Carr Van Anda was incredulous at first. "It can’t be true," he reportedly said. "The Titanic’s equipped with extra safety compartments."

But in the end, Van Anda was the sole editor to deduce the substance of Titanic's abrupt radio silence: she must have gone down.

The news sent New York City into havoc.

Some of the most prominent, celebrated, and famous New Yorkers, such as Colonel John Jacob Astor and Isidor Straus, had been on board Titanic. People swarmed the offices of the White Star Line in Manhattan, demanding the unknown fates of their family members and friends. Contradictory headlines mounted as they were barked from street corners and pinned to walls. Even still at sea, the rescue ship Carpathia was besieged by journalistic intrusion as it sailed toward the city with Titanic’s survivors.

It was plainly impossible to exist in New York City without knowing of the Titanic disaster.

Details, however, were sparse and often hypothetical.

The White Star Line, unsurprisingly, promoted only the most optimistic of reports: that everyone had been saved, and that Titanic was being towed into port.

The rescue ship Carpathia, still at sea with Titanic's 700-plus survivors, was on a mandatory media blackout. All wireless transmissions were restricted to personal messages, and conducted solely for passengers on board. The volume was so overwhelming that Titanic's junior operator Harold Bride, wheelchair-bound from frostbite to his feet, sat in to assist the Carpathia's operator in sending them all. Solicitations from journalists were ignored.

Carpathia was due to arrive in New York City on the evening of April 18th, shortly after 9:00 p.m. It had been three days since the disaster.

That night, people amassed by the dozens of thousands in a chilly, driving rain.

Anxious family and desperate press awaited the arrival of the passengers on board the rescue vessel. Two hundred police officers, some on horseback, surveilled the crowd. Medical staff were on standby, with stretchers waiting to be brought aboard. Traffic mounted; automobiles hydroplaned into curbs as they neared the pier.

Then, Carpathia moved a few blocks onward, to Pier 54.

The media had made no effort to restrain itself, despite edicts from the mayor.

The New York Times had rented an entire floor in the Strand Hotel, which was located about a block from the pier. The Times had orchestrated the installation of telephone lines, so journalists at the scene could run to the Strand and dictate their stories to the newsroom in Times Square. They wanted to interview as many survivors as possible, and they had only three hours--until 12:30 a.m.--to do so.

Additionally, over 50 tugboats clotted up the harbor; they hounded the rescue ship as soon as it was in sight. Journalists on the tugboats' decks hollered into megaphones and over one another, offering the passengers above them cash for eyewitness accounts. Cameras popped in rapid sequence, their clouds of magnesium powder wilting in the rain. Each flashing bulb illuminated the Carpathia's weary passengers, standing dazed against the railings in the dark.

And on board the rescue ship, a journalist named Carlos Hurd anxiously waited for his chance.

He worked for the St. Louis Post-Dispatch, and had been on holiday on the Carpathia. And he had spent the past three days of the voyage transcribing a clandestine witness account against Captain Rostron's orders.

When the correct tug steamed up alongside Carpathia, Hurd appeared over the railing of an upper deck and dropped a manuscript wrapped up in canvas overboard. Afraid it would fall in the water and sink, he had created a makeshift flotation device for the dictionary-sized bundle, using a cigar box and champagne corks he had acquired from the ship's bar.

The manuscript was rushed to shore and printed for a next-day 'Extra" feature.

The headline read, "Titanic Boilers Blew Up, Breaking Her In Two After Striking Berg."

The ship finally docked at Pier 54, moving slowly due to the darkness and rainfall. Under Captain Rostron's orders, the Carpathia's passengers were the first to disembark, as he was concerned that madness would follow if the Titanic survivors were to precede them.

When the survivors began to appear, the scene fell still.

When an unnamed female passenger stumbled off the gangway and fell weeping into the arms of a police officer, the spell was broken.

Journalist competition for one particular interview eclipsed all others that night: everyone wanted Harold Bride. They were to "get the Titanic wireless man’s story, if he’s alive,” the city editor of the New York Times demanded. And they wanted the Carpathia's wireless man, Harold Cottam, second-most.

The New York Times succeeded in scooping Bride and Cottam both, when their reporter Isaac Russell, accompanied by Guglielmo Marconi himself, was permitted on board Carpathia.

Bride was paid $1,000 for his interview, a fact to which he testified at the American Senate Inquiry to follow. He was later hauled off Carpathia, unable to walk due to the injuries he sustained on Collapsible B. Harold Cottam received $750 for his own interview.

“Lighted and Beautiful in the Night”: Engelhart Cornelius Ostby

Engelhart Cornelius Ostby was born around Christmastime in 1847 in the city that became Oslo, Norway. He studied to become a jeweler at the Royal School of Art.

In 1869, Engelhart followed the trail of his parents and his younger brother, who had emigrated to the United States three years prior. After arriving in New York, he reunited with his family and settled in Providence, Rhode Island,

He first took a job with the jewelry firm of Hunt & Owen, but shortly thereafter moved on to Arnold & Webster, where he acted as the Director of Design and Engraving for almost a decade.

Engelhart married a girl named Lizzie Webster in 1876. The couple would go on to have five children: four sons and a daughter.

In 1879, Engelhart entered into business with a gentleman named Nathan Barton. With about three thousand dollars in capital, the men established Ostby & Barton. The company would gain renown for its beautiful designs of gemstone, signet, emblem, and even baby rings, alongside other pieces of adornment such as brooches, cuff links, and pendants.

Engelhart's firm quickly became a top-tier producer of gold rings. It outgrew its initial business space quickly, and was moved to a factory building. Booming business soon demanded yet another relocation to the old Ladd Watch Case Company on the corner of Richmond and Clifford Streets in Providence. Then the space of this premises had to be doubled.

Engelhart did not limit his world to jewelry-making. He also became a director of both the High Street Bank and the Industrial Trust Company, and was a trustee of the Citizens Savings Bank. Because of these positions, Engelhart rose to prominence in Providence, for both his business acumen and his ongoing charity.

Sadly, Engelhart became a widower in 1899 when Lizzie died at the age of 45. He raised their five children with the assistance of his mother Josephine, until she died three years later, in 1902.

Engelhart Ostby took regular business trips to the European capitals, in order to survey the popular and upcoming jewelry trends for his "kingdom of rings" back home.

Unsurprisingly, he spent much of this time in Paris.

Later on, they encountered the Warrens in Pari; the couple expressed that they looked forward to their upcoming travel on Titanic. Presumably, this is how Engelhart and Helen learned that they could still book passage on Titanic's maiden voyage.

And so, they did.

Father and daughter boarded Titanic as First-Class passengers on the evening of April 10th at Cherbourg. As per usual, Engelhart carried with him his black leather Gladstone bag, which contained gemstones and precious valuables that he had acquired during the trip.

Helen was fairly vague in her recollections of their time spent on board. "Mostly," she wrote, "we just wandered around between meals, enjoying the luxury and newness of it all."

She went on to note that she and her father always traveled with the White Star Line, so they enjoyed comparing notes of Titanic versus the other vessels under its flag.

Sunday, April 14th, was leisurely. Helen wrote that she and Engelhart mused on the grand welcome Titanic was sure to receive when arriving in New York City. Helen also overheard Captain Smith receiving an ice warning while he spoke to passengers nearby.

After enjoying "the usual Sunday evening concert" by Titanic's musicians, Helen retired to her cabin.

I had just dropped off to sleep when I was awakened by a jar that felt about as it would if you were in a car that scraped the side of a tree... It seemed completely silent for a minute or two. The engines were cut off. The corridors were quiet until one began to hear doors open and voices speaking. The first voice I heard was a woman asking the steward what had happened. He replied calmly, 'Everything will be alright.'

Passengers began to gather in the corridor one by one, trying to get some information. My father came out of his stateroom across the corridor. It was very quiet, as when a train stops in a station and you can hear everyone's voice. You could see anxious looking faces, people with outlandish clothes and women in curlers. People had thrown on anything just to cover themselves.

Eventually, the stewards instructed the passengers to don their lifebelts. It was a troublesome endeavor, according to Helen, because there had been no emergency drill to practice getting them on, but the stewards were very helpful.

Helen dressed warmly, although she claimed she was struck quite abrupt by the instinct not to put on too many clothes, lest they weigh down her ability to swim.

Engelhart and his daughter met up with the Warrens once again, and migrated up to the boat deck via the Grand Staircase. Helen wrote that Captain Smith swept by them, followed by two ship officers who would not engage with--or even look at--inquiring passengers.

On deck, the group could hardly hear a thing, because the steam from the funnels was deafening. The sequence of events in Helen's multiple accounts become contradictory by this point, but it is evident that, at some point, Engelhart parted from his daughter, as Mrs. Warren also testified that "a young woman by the name of Miss Ostby, who had become separated from her father... was with us."

Helen said that Engelhart either remained in--or alternatively, returned to--his cabin to dress more appropriately for the cold, assuring her that he would not be long.

A heartbreaking comedy of errors ensued.

I wondered what kept father below however, and after about ten minutes I went down to try to find him. I guess my father must have come upon deck some other way for I could not find him in the stateroom. Thinking he had gone up and joined the Warrens, I too went back but he had not been around there. I was waiting for him all the time when the crew came around and told us to get into one of the boats. We all hung back awhile, I wanted father to come with us but the men insisted that we hurry up so we got in...

It was a very unpleasant feeling stepping into that boat because although it was level with the boat deck, it was swung out over the water so that there was a little gap between it and the side of the ship... The stars were out but it was pitch dark...

Up until that time, things had gone on very calmly. But at the end we could see and hear people on board were realizing there was no place to go. As the ship began to stand on end we heard a big rumbling, rattling noise as if everything was being torn from their moorings inside the ship. She stood quietly on her end for a minute, then went down like an arrow... Of course some complained of losing jewelry and clothing -and some the cold. One woman was seasick. When somebody happened to mention jewelry left behind, I remembered for the first time that I had lost a diamond bar pin which was given me by my father which was still pinned to my nightgown aboard ship. I hadn't given it a though, and when I was reminded, it didn't matter.

“High Class Confectionery”: Kate Phillips & Henry Morley

In the spring of 1912, Henry Morley sold his candy shops.

The shops, collectively called Purveyors of High Class Confectionery and owned by L. Morley Confectioners, were fine-candy stores, and they were quite successful. The businesses were profitable enough for Henry to employ multiple shop assistants.

One of those assistants was Kate Florence Phillips, with whom Henry fell in love.

And so, on April 10, 1912, Henry and Kate boarded Titanic at Southampton. Henry's brother, who had aided him in selling the Confectioneries, waved the couple on from the quay. The lovers were planning to resettle in the United States, where they could begin a life together in San Francisco.

But Henry had also left a life behind.

Henry Morley, who was 38 years old at the time he absconded with 19-year-old Kate, was a married man.

Henry had chosen to abandon his wife Louisa in order to elope with Kate. He had left "on holiday" under the pretense of going to a western climate in order to recuperate from an illness--and then he sold his businesses. Some funds were allocated to the continued support of Louisa and his daughter Doris; the rest of the money was intended as capital for a new shop in California, with Kate as his bride.

On March 2, 1912, Henry withdrew a large sum of money from his bank in Worcester. He spent the next month bouncing from address to address, passing Kate off as his wife.

Henry and Kate boarded with a joint Second-Class ticket under the very fake names of Mr. and Mrs. Marshall.

How Kate and Henry spent their time during the voyage is undocumented.

While on board, or perhaps before embarking on the voyage, Henry gifted Kate with a love token he had purchased back in Britain: a silver necklace, boasting a deep-blue sapphire surrounded by diamonds. She reportedly wore it to every dinner on board, gleaming with pride.

When Titanic struck the iceberg on the night of April 14th, Henry is reported to have roused Kate from sleep. Before rushing up on deck, Henry removed Kate's necklace from a drawer and latched it around her neck.

On the boat deck, Kate wore only her cotton nightgown and her beloved necklace, and held nothing but a small seal-skin purse and her lover's arm. Henry could not swim, and he reportedly clung to Kate as they stood before the lifeboats. And then a sailor grabbed her away and forced her to board.

The lifeboat in question alternates between Lifeboat 11 and Lifeboat 13. It has been reported that Kate shared the lifeboat with two-month-old Millvina Dean, and that at one point, she was in Kate's arms.

Henry Morley died in the sinking. His remains were not recovered.

Young Kate arrived in New York alone, bereft, and impoverished. Somehow, she found an unnamed couple with whom to stay as she recovered from the trauma of the disaster.

And then Kate learned that she was pregnant.

Unfortunately, the couple who housed her did not want a baby to care for as well; Kate had no other option but to return to her parents' home in England.

In January of 1913, nine months after Titanic set sail and foundered, Henry Morley's daughter was born. Kate named her Ellen Mary.

It was a disgrace to be born without a father, but in my early childhood I was protected from the shame.

I was born in my grandparents' house on January 11, 1913, nine months to the day from when the Titanic called at Queenstown.

The house backed onto the river Severn and my earliest memory is of sitting in the family punt while my grandfather strapped me in. "Well make sure you won't drown," he would say. But I didn't know what he meant.

For the first nine years I was brought up by them. Once a year this woman would arrive from London and cuddle and smother me in kisses. I couldn't bear it. I had no idea who she was.

Ellen's paternity, though never publicly conceded, appears to have been acknowledged by payments made to Ellen's grandparents by Henry Morley's brother, in order to pay for her schooling.

Ellen suffered an emotionally and physically abusive childhood as her mother's mental health deteriorated.

Per Ellen's accounts, her likeness to Henry Morley seemed to amplify her mother's emotional pain. She would reprimand her young daughter for looking at her, for instance, because she had her father's eyes.

“He Breathes the Air of Two Hemispheres”: Francis Davis Millet

Indeed, Frank Millet seemed fated to be the common denominator through decades of extraordinary events.

He was a drummer boy in the American Civil War. He was a correspondent in the Turkish-Russo conflict and the Spanish-American War. Mark Twain had been his best man. He socialized with the President of the United States. He was the man who made "The White City" white for the Chicago World's Fair. He was asked to contribute to the design of the Lincoln Memorial in Washington's D.C.

He sailed on Titanic.

Apparently, among Mr. Millet's many remarkable talents was his lifelong ability to somehow be everywhere, all at once.

Once, while in Japan, his companion joked that perhaps, Frank was finally in a land where no one would recognize him. A waiter then approached Frank and addressed him by name, because he had been in the artist’s company at the Chicago Exposition.

According to friends and critics alike, Frank was an exalted wanderer at heart and of mind.

Archie, as he was called, had reportedly been in danger of anxious collapse in early 1912. He had been walking a tightrope between his allegiance to former President Theodore Roosevelt, and current President William Taft. "Do you wonder," Archie asked his wife Clara, "that our nerves have been disintegrated and that our innards are all upside down?"

At the same time, Frank Millet was preparing for a business trip in Rome to handle administrative matters as the head of the American Academy of Art.

Concerned for his friend's well-being, Frank interceded to President Taft in a letter, begging leave for Archie so that the friends might travel in Europe together.

The President consented.

I thought I told you my ship was the Titanic. She has everything but taxicabs and theatres...

The fittings are… exceedingly agreeable in design and color.

As for the rooms they are larger than the ordinary hotel room and much more luxurious with wooden bedsteads, dressing tables, hot and cold water, etc., etc., electric fans, electric heater and all. The suites with their damask hangings and mahogany oak furniture are really very sumptuous and tasteful.

I have the best room I ever had in a ship and it isn't one of the best either, a great long corridor in which to hang my clothes and a square window as big as the one in the studio alongside the large light. No end of furniture cupboards, wardrobe, dressing table, couch etc., etc. Not a bit like going to sea.

You can have no idea of the spaciousness of this ship and the extent and size of the decks.

Frank and Archie whiled away the voyage in each other’s company. They often congregated with Clarence in the First-Class Smoking Lounge.

According to passenger Marie Grice Young, she often spotted the two friends taking vigorous walks around the decks as they chatted.

Frank and Archie also fraternized with fellow First-Class passenger Archibald Gracie. The old Colonel had likely tried to recommend his own book about Chickamauga to them, just like he had done with a very accommodating Isidor Straus. But Frank was probably uninterested, given that the men’s notions of the Civil War were drastically different.

Archie Butt was born in Georgia in 1865: the same year the Civil War had ended. And he was the nephew of a Confederate general.

Frank, on the other hand, was a Massachusetts native who had been a drummer for the Union Army, and his father had been a Union surgeon. He had even assisted his father’s surgeries on the field in 1864.

And while it might seem that Frank’s battlefield era was long past, the memories stayed with him. He regularly attributed his use of vivid, blood-red paint to his hospital experiences in the war.

Frank’s true feelings about the encounters with bombastic, former-confederate Colonel Gracie, whatever they might have been, are undocumented.

It is no surprise to any man who knew Major Butt that he met death like an officer and a gentleman. And none who knew Frank Millet would have expected anything but self-immolation in behalf of women and children.

Mr. Millet was given to unostentatious charities all his life and he spent nearly all he made on others. He was most eager to help any one in any way. Major Butt's kindliness and desire to be helpful and ability to carry out his desires are almost too well known for comment. We can ill spare such men.

“On a Trip Around the World”: Henry Sutehall, Jr. & Howard Irwin

Henry Sutehall Jr. had been away from home for over two years when he boarded Titanic in Southampton on April 10, 1912.

Harry, as he was called, had been born in England in 1886. He emigrated to the United States with his parents and two younger siblings in 1895. They departed from the docks at Southampton, thereafter settling in Buffalo, New York.

His father worked with plaster in construction; his mother managed the family’s corner store on Delaware Avenue, selling tobacco products, confections, and ice cream.

And when Harry came of age, he took to work as a “trimmer,” working with upholstery in fancy carriages and automobiles.

Harry worked at E. E. Denniston’s in Buffalo. And that was where he met his new best friend: a young Canadian man named Howard Irwin.

The young men were dissimilar: Harry was unassuming, even-tempered, and genteel, with nary a vice. Howard, on the other hand, was arrogant, adventurous, and irascible. By his own admission, he got into fights.

But they forged a devoted friendship, and soon, Harry Sutehall and Howard Irwin decided to embark on a round-the-world tour.

And so, on New Year’s Day of 1910, Harry and Howard set out on their adventures. Harry brought along his violin, and during their cross-country travels, Howard picked up the clarinet. Harry presumably guided his friend in nurturing his musical skills.

The boys worked their way across the United States; or, as Howard wrote in his journal, “stopping in all the principalities between Buff [Buffalo] and Frisco [San Francisco].”

They financed their travel by working as trimmers whenever they could offer their services. But they took other jobs as well—at one point, they worked as peach-pickers in California.

And then, sometime in the summer of 1911, Harry and Howard headed to Australia.

They arrived in Sydney.

The boys seemed to fare well in Australia. Harry reportedly won a sweepstake of some kind while they were there, which contributed itself toward their travels.

While there, Harry fell in love. The girl's identity has not been discovered to date, but Harry made his intentions clear in the letters he wrote home: he would, one day soon, return to Australia to marry her.

Somewhere along the way, Howard Irwin had also fallen in love--although the relationship appeared to have been deteriorating. Pearl Shuttle had been touring the United States in her own right, as she was either a vaudeville performer or playing cornet a band.

Their love was epistolary, and Howard expressed in his letters to Pearl that because she was so beautiful, that he feared she would fall in love with another man. Over and over again, Pearl attempted to reassure Howard.

After many exchanges sent between Australia and the United States and back again, Pearl sent a seven-page letter to Howard in which she suggested they break up.

The boys parted ways after their stint in Sydney, only because they had diverging interests and they had plenty they each still wanted to see. But they vowed to meet up again along their westward wanderings toward home.

Howard and Harry made good on their word and reunited in Durban, South Africa, where they won a talent contest, perhaps thanks to their musical aptitudes. Then Howard and Harry once again split off, promising to meet again in England in 1912 to head back home on the maiden voyage of Titanic.

After separating from Howard, Harry went on to Europe.

While there, he is reported to have had an audition with American composer John Phillip Sousa. "The March King," as Sousa was widely known, had great esteem for Harry's talent but alas, he had no need for a violinist. So he advised the young man as to potential avenues he might take, to further his musical ambitions.

Eventually, Harry made it to England ahead of schedule. He stayed with family and enjoyed the reunion; they had not seen each other in five years, since 1907.

Harry Sutehall boarded Titanic as a Third-Class passenger at Southampton on April 10, 1912. He was unexpectedly alone.

For reasons still unconfirmed, Howard Irwin didn't show up.

By some accounts, Howard had left Europe two months early, because Pearl was deathly ill, and he had rushed to be with her. By Howard's own account, he had been shanghaied: the night before, he had gone out drinking with some random fellows and when he woke up, he was on an eastbound steamer vessel, heading to the Orient.

Not many people believed him.

Regardless of Howard's absence, Harry curiously boarded Titanic in possession of Howard's trunk. Maybe it was a mistake; maybe, it was a favor for his friend who had left it behind.

Harry Sutehall Jr. did not survive the sinking. He was 25 years old.

Howard Irwin claimed he was in Port Said, Egypt, when he heard that Titanic had foundered. He returned home thereafter, without his belongings and without his best friend.

In 1993, a submersible recovered Howard Irwin's luggage from the wreck site of Titanic. Inside, were his clarinet and shoes, a leather satchel filled with letters from Ms. Pearl Shuttle, and his travel diary from 1910.

The first entry reads:

“The Trunks and Valises And All That With Them”: Ludwig Muller

With the advent of the 20th century arrived a more enlightened perception of immigration. Steamship companies sought to capitalize on the ever-increasing number of steerage passengers boarding their European vessels for the United States.

Among the first to boast elevated accommodations for its Third Class was the White Star Line.

The following was published as a review of the White Star liner RMS Baltic, which underwent her maiden voyage in June 1904 under the command of Captain Edward J. Smith, who would command the RMS Titanic less than a decade later.

Translators, most often to as "interpreters," were employed on board passenger liners such as the Baltic, Olympic, and Titanic.

Typically, a single interpreter was assigned per voyage, and this individual was responsible for assisting and otherwise managing the mass of immigrants in the steerage class. Many emigrating groups were families from northern and central Europe; thus, interpreters often seem to have been fluent in Germanic languages alongside English.

The "Interpreter Steward" acted as a liaison between passengers and crew, facilitating communications between parties that included non-English speakers. The on-board interpreter could be prevailed upon to aid in any number of circumstances, from the most mundane of matters to the downright whimsical.

In 1906, for instance, the interpreter of the White Star Line's RMS Majestic was called upon to assist in officiating the at-sea wedding of a "youthful runaway couple" from Norway who were unable to get married before boarding, as they had intended.

This ceremony was, incidentally, arranged with great diligence and evident joy by Chief Purser Hugh McElroy. He would, six years hence, serve in the same role on Titanic.

At the opposite end of the spectrum were interpreters who were reported as idle, morally compromised ne'er-do-wells. The following account regarding an unidentified White Star interpreter was published in 1909.

An interpreter who spoke English, Swedish, Norwegian, and some German was on board to serve when needed. He was, however, not at all conscientious in the performance of any duties and evidently not very capable. His price for granting privileges, performing favors and overlooking abuses was a mug of stout... he did not hesitate to solicit free drinks from everyone... he was generally present in the dining room during meals, though he did nothing. To young women passengers his manner could be most friendly and gracious. To others he was positively rude.

By all survivor accounts, however, this description does not characterize the interpreter of RMS Titanic.

Ludwig Muller, also called Louis, was German by birth. He had already operated as the Third-Class interpreter on Titanic's older sister Olympic. He presumably spoke an assortment of northern European languages.

Ludwig embarked on Titanic at Southampton on April 10, 1912. His last recorded address was a hotel called the Hooper's Temperance, an establishment on Oxford Street in Southampton that was frequented by transient mariners from all around.

On board, Ludwig found himself bunked in a rare two-bunk cabin on E Deck. His sole cabinmate was a Third-Class Steward named Sidney Sedunary.

Ludwig's experience on board Titanic prior to the iceberg strike is not recorded. Considering that he was acting as the sole interpreter for over 700 steerage passengers, it is fair to presume he was continually on the clock.

His movements during the sinking, however, were noted in multiple survivor accounts.

During the sixth day of the British Board of Trade's Inquiry into the disaster, Chief Baker Charles Joughin testified to that he had spotted Muller during the sinking.

Joughin also spoke in detail about the hindrances that Ludwig Muller dealt with as he endeavored to do his duty. Specifically, the steerage passengers whom the interpreter was attempting to direct insisted upon hauling all of their luggage with them, and Ludwig could not dissuade them.

6174. So that, unless on this particular occasion special instructions were given to [Third-Class passengers] as to the route they should follow they would not know where to go, would they?
- They would not know unless they were given instructions.

6175. Did you hear any such instructions given?
- Yes.

6176. By whom?
- I saw the interpreter passing the people along that way, but there was a difficulty in getting them along because some of the foreign third class passengers were bringing their baggage and their children along.

6177. Who was the interpreter?
- I do not know his name.

6178. You do not know his name?
- No.

6179. Where was he standing?
- He was standing just abaft this emergency door leading into the third class.

6180. He was pointing or directing those who came to the door?
- Passing them along.

6181. That is at the door, but my point is this. Did you see or know of anyone going to the third class quarters and giving instructions there to the third class passengers?
- No, Sir, I did not. I am out of that altogether.

6182. As to the course they should follow in order to escape?
- I did not hear any orders.

6183. You did not hear any directions being given to these people to go to this door, when further instructions would be given to them?
- I only saw and heard the interpreter doing his business.

...

6193. You say at the time this passage seemed to be obstructed by third class passengers bringing their luggage?
- Yes.

6194. Would that lead to any confusion?
- It would.

6195. Did it, as a matter of fact?
- There did not seem to be much confusion, only it hampered the steward; it hampered the interpreter and the men who were helping him, because they could not prevail on the people to leave their luggage.

During the British Inquiry, a Mr. Clement Edwards solicited further information from surviving First-Class bathroom steward Samuel Rule regarding Ludwig Muller's actions during the disaster.

Rule's account aligned seamlessly with Joughin's testimony three days prior. In fact, he indicated that Ludwig Muller had been proactive in spite of an apparent lack of instruction from superiors, endeavoring in the absence of leadership to direct the Third-Class passengers. It is also worth noting that a significant number of those immigrants on board did not hail from countries that spoke Scandinavian languages.

And yet, it would seem that Muller did his damnedest anyway.

Rule also corroborated Joughin's account that said passengers were adamant in carrying their possessions along with them, and that this impeded Muller and the Third-Class stewards who were attempting to aid the situation.

9769. Did anyone give the stewards' department any orders what to do?
- They gave me no orders.

9770. Did you see any orders given by any of these people in position?
- No.

9771. Did you see any stewards going forward or aft to the third class?
- As I passed out on E deck, Muller, the interpreter, was getting all his people from forward aft, and they were taking their luggage with them on E deck.

9772. He was getting them from forward to aft?
- Yes, the afterend of the ship.

9773. Were there any women among them?
- No, all men.

9774. They were passing the men along E deck?
- All the foreigners.

9775. And they were bringing the baggage along?
- Yes, the trunks and valises and all that, with them.

9776. Was there any chaos in the alleyway?
- None whatever; you would think they were landing on the tender taking their baggage to New York.

“I Have Never Seen Such a Sky”: Vera & Albert Dick

By the time he was 24 years old, Albert Adrian Dick was already on top of the world.

He and his brother had become two of the most successful and diversified business owners in Alberta, Canada. What had begun as a sawmill enterprise in 1904 had been so successful that their venture evolved, and soon thereafter also boasted a real-estate business, a three-story office building, and a hotel in Calgary called the Alexandra.

Bert, as he was known, took to high living throughout the remainder of his twenties, enjoying poker and the company of beautiful women.

But at the age of 31, Bert at last decided it was time to settle down.

So he did exactly that. He wooed and wed the beautiful--and young--Vera Gillepsie. She was 16 years old at the time, 14 years younger than he.

Their wedding was on May 31, 1911. On that very same day, across the Atlantic, the RMS Titanic was launched in Belfast.

Bert's ongoing work commitments delayed the couple's honeymoon until the winter of 1911. They traveled to Egypt, the Holy Land, France, and Italy.

Bert got into some trouble in Naples, though, when he was somehow swindled by professional gamblers. Vera was livid upon hearing the news.

Bert reportedly accompanied Vera on a lavish shopping spree on their return trip through London, in order to placate his new wife in her ire. They purchased a large number of replica antique furniture at that time, planning to furnish their new home, a Tudor-style mansion in the wealthy Mount Royal District in Calgary.

By this point in her honeymoon travels, Vera was homesick and missing her mother fiercely--understandable, given that she was 17 years old. But she was enlivened to learn that Bert had booked passage on Titanic's maiden voyage for their return home, and Vera would meet so many glamorous, famous people.

Vera and Bert boarded Titanic at Southampton on April 10th as First-Class passengers. The couple occupied suite B-20; a lavish accommodation, surely, but not one of the exalted "Millionaires Suites" for which Vera had hoped.

In spite of this disappointment, Vera excited urged her husband up and down the ship. She wanted to examine and experience every opulent detail: the Grand Staircase, each First-Class public space, even the horse-riding machine in the gymnasium.

Unlike many of their peers in First Class, the Dicks were not accompanied by a maid or manservant. Vera, therefore, had to unpack her clothing on her own.

She claimed she was concerned about the range of sartorial choices she had available, as she had read in fashion magazines that fine ladies on board liners like Titanic changed their outfits upwards of four times a day.

And for that first dinner on board on April 10th, Vera was particularly anxious; she did not have the same sorts of jewels and finery as other First-Class women would.

That, accompanied by the fact that the Dicks might be perceived as Nouveau Riche by their fellow passengers, caused Vera an acute dread as she and Bert entered the reception room that night. Luckily for Vera, she eyed the other women in the area and her confidence returned. Yes, she had less gemstones, but she none the less felt very pretty.

That night, Vera and Bert Dick befriended a distinguished passenger: Thomas Andrews, the chief architect for Harland & Wolff. They made pleasant and intellectual conversation; Mr. Andrews seemed to enjoy their company.

Once Vera and Albert were seated at their table, things got awkward.

Their steward, a dark-haired and attractive 20-year-old named Reginald Jones, took a shine to young Vera, and she to him. She chatted gaily and laughed with him about the menu and the ship, unabashedly enjoying their exchange.

Bert decidedly did not. Once they were alone, he scolded his wife for her mindless flirtation. It was simply indecent to have such familiarity with the waitstaff, he insisted.

Vera outright dismissed his admonishment and deliberately continued her friendly chatter with Reginald Jones throughout the meal.

Other passengers supposedly overheard the couple's argument that night, and Vera told friends that they had fight after fight during the voyage.

On the evening of April 14th, Thomas Andrews invited the Dicks to dine with him at his table. Vera, though flattered, found herself bored. Bert and Mr. Andrews spoke of nothing but the technical and engineering aspects of the ship. And because they were seated at a different table than usual, Reginald Jones was not their steward.

The gentlemen were so engrossed that the party was the last to leave the dining saloon. They migrated to the Cafe Parisien for a late-night coffee.

After Vera and Albert had parted ways with Mr. Andrews, they took a brief stroll around deck. They quickly found it too cold to enjoy the exercise, and so they retired to bed.

According to Vera, they were once again arguing quite heatedly when they were startled by a noise "like a thunderclap," although in a contemporary report by the Calgary Herald, he supposedly did not find the shock terribly "severe." Per a contemporary report, Dick then went up on boat deck to hunt the cause of the disturbance, where he saw ice on the deck. He returned to Vera in their cabin.

And then, according to Vera and Bert, there was a rather urgent knock at their cabin door.

It was Reginald Jones.

He had wanted to warn the couple that a collision had occurred, and that the Captain had ordered all passengers to hasten to the boat deck with their lifebelts. Bert and Vera dressed--although Vera only in her nightgown and kimono--grabbed their lifebelts and went up on deck as Reginald Jones had advised.

Once there, the Dicks saw that many other First-Class passengers were simply milling about without direction. Reticent to enter the lifeboats that were being launched before their eyes, Vera and Bert wondered if it would be prudent to remain on the ship.

But then they encountered Thomas Andrews. He advised his new friends to get into a lifeboat immediately. Mr. Andrews delivered a bewildered Vera and dazed Bert to First Officer William Murdoch, who was launching odd-numbered lifeboats off the starboard side. "More passengers for you, sir," he said to Officer Murdoch. And then Thomas bid Vera and Bert farewell.

Vera reported that during this time, Reginald Jones found them once again, and urged her to put her lifebelt on, instead of carrying it as she had been. "Put your lifejacket on, ma'am," she claimed he urged her. "It's the latest thing this season."

As Vera and Bert embraced in parting, Officer Murdoch reportedly pushed Bert by the shoulder and urged him to follow his wife into Lifeboat 3.

Mr. Dick complied.

“During the lowering of the boat – which was 70 feet above the water – several times we were in danger of being “upended” as the new rope would not work well. However, we got afloat and safely away from the ship and cautiously picked our way among the large masses of floating ice. We had some difficulty at first in finding the oars, but I eventually found one and with the stokers commenced to row. I rowed all night until I was completely played out. We saw the great liner plunge to her water grave and heard the awful cries of the drowning people after the boat had disappeared."

While in the lifeboat, Vera whispered in awe to Bert. "I have never seen such a sky... even in Canada, where we have such clear nights." Floating in the dark and without a lantern, the crewman in the lifeboat took to lighting matches to check the time.

Once on board the rescue ship Carpathia, Vera collapsed in a deck chair in tears.

The Dicks later discovered that tragically, Thomas Andrews had not survived the sinking. And neither had Reginald Jones.

Vera and Bert were interviewed by the media after they disembarked from the rescue ship Carpathia in New York City. In these reports, it certainly seems that the Vera's youthful naivete was amplified for entertainment's sake.

But this was hardly the most damaging representation of the Dicks due to the disaster. Specifically, Bert Dick was scrutinized and ostracized for his survival. Like other men who were rescued in lifeboats that night, he was accused of dressing in women's clothing to be permitted to board. His objections that he had been urged into the lifeboat by the First Officer--and that he had been one of twenty or so men in that same lifeboat--did nothing to sway public opinion.

As a result, the society elites of Calgary stopped patronizing Bert's hotel. Eventually, he sold it and turned his attention to real estate.

Yet, Bert seemed unaffected by this loss. He had been set right, he said, by the Titanic disaster. In the Dicks' interview with the aforementioned Calgary Herald just two weeks after the sinking, Bert said. “This is the most trying experience that I have ever gone through, and I will never forget the awful cries and moaning of the drowning, struggling people," He put his arm around Vera. "But it is to this little woman that I owe my life.”

And in an interview with the periodical Maclean Magazine, Bert is quoted as a changed man. "[Before Titanic] I thought of nothing but money... The Titanic cured me of that. Since then I have been happier than I ever was before."

Vera and Dick went on to have a daughter named Gilda, and they were married for the rest of their lives. He died in 1970; she, in 1973.

“The Click of the Familiar Machinery Comes As a Welcome Interruption”: The Print Shop

How many of all the thousands who have crossed on the great liners have ever been inside the ship's printing-office? It is a picturesque little shop, fitted up much the same as any printing-office on land, with type-cases and printing-press, where the click of the familiar machinery comes as a welcome interruption to the incessant throbbing of the ship's engines...

The ships' printing-office is usually an inside room and of the size of an ordinary stateroom, with the berths removed. The cases and frames of type in these days of oceans newspapers pretty well fill the little office.

When considering the substantial variety of ephemera that a ship would use, the presence of a printing office was certainly a necessity.

Among the paper goods printed on board an ocean liner were a variety of menus every day, multiple times per day, for hundreds of travelers in each of the passenger classes.

Additionally, the printing office producsd pamphlets on-board programs and special events, stationary, and even waiters' notepads. On Titanic and her older sister Olympic, there would have also been a need for printed tickets to exclusive, paid-access areas such as the Turkish baths.

While it might be assumed that all of these materials could have been entirely prepared in advance of a voyage, it would have been detrimental to do so because they were so often subject to change, particularly at sea.

For instance, a course boasted on a pre-printed menu could be ruined when ingredients were unavailable because of anything from spoilage to a delayed supply train and poor weather. This was all the more true for a vessel that had never sailed before; bills of fare may very well have been extemporaneous, or otherwise edited last-minute at a whim.

According to Bob Richardson of the British Printing Society, any color printing would have been completed on shore and otherwise left blank for the printing office on board, who would fill in the text of the item in black ink. The typefaces selected by White Star were commonly used in 1912 and limited in ornament, such as the British "Westminster" typeface by Stephenson Blake, as well as "Grot," more commonly known as "Gothic." The fanciest typeface was arguably Theodore De Vinne's design for passenger stationary, which read "On board R.M.S. Titanic."

Thus, there was plenty to keep a liner's printing office in constant operation. And then, with the advent of the wireless telegraph, passengers vessels would adopt yet another paper item: the newspaper.

In the past year [of 1905] the ship's printing-office has gained a new interest. It has become a newspaper office as well... The installation of the wireless system has given a new occupation to the printer. On many of the great ocean liners, for instance, a newspaper is published every day... It is common for a steamer to be in communication with some other boat each day, and so the possibilities of picking up news from one side of the Atlantic or the other are many. The steward editor is seldom at a loss for some news items from the outside world, at worst not more than three days old...

The newspaper is... about 8 by 4 inches [in size].

Titanic likewise produced its own so-called newspaper, called the "Atlantic Daily Bulletin."

Interestingly, though, it would seem that Titanic did not handle the Bulletin in the usual way as described above. Veteran deep-ocean explorer and Titanic enthusiast Parks Stephenson has indicated that the Atlantic Daily Bulletin would not have fallen under the purview of the printing office, unlike documented procedure on some of Titanic's peer vessels.

According to Stephenson, Senior Marconi Operator Jack Phillips was responsible for writing down the day's news broadcast during his First Watch. He thereafter transmitted the daily update to the Purser's Office, where it was copied with a typewriter and pinned up in the First-Class Smoking Lounge, a facility exclusively available to men.

The exact model of Titanic's printing machinery has not been discovered to date.

Additionally, the location of Titanic's printing office is still debated. There are alternating reports that it existed on either D Deck or E Deck dependent upon the iteration of the ship's deck plans. It is most commonly argued that Titanic's printshop would likely have been located on D Deck, because it was adjacent to the First-Class pantry and in the immediate vicinity of the First-Class restaurants; this arrangement would have benefitted the manufacture of menus.

Along with the ongoing bills of fare that the printshop would be tasked with every day, this location would have been ideal because it placed the printers in the proximity of wealthy customers who could commission them for custom work, such as private dining menus, luggage tags, and personalized calling cards.

In fact, a business card that was acquired on Titanic still exists. It belonged Father Frank Browne during his brief time on board, and it had been given to him by the First-Class Gymnasium's athletic instructor Thomas W. McCawley. Given its minimalist appearance, it is likely to have been printed on board. At the top edge of the plain white card, Frank noted, "Card given me by".

Titanic's printing office was tended by 53-year-old Print Steward Abraham Mishellany, a refugee from the modern country of Lebanon. After his family fled the Ottoman regime, he had then emigrated to Egypt before resettling in England, where he married a women named Grace Sarah Holland.

Mishellany was in turn assisted by Ernest Corben of London, who was 27 years old.

Abraham appears to have been a veteran employee who had also worked on the RMS Olympic. He, like many a Print Steward, was considered a special breed of worker.

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Category: Titanic Week

“The Captain’s Tiger”: James Arthur Paintin

"The Captain's Tiger": James Arthur Paintin

“A Ship Full of Flowers”: Sensory Titanic

"A Ship Full of Flowers": Sensory Titanic

“Truth Touched by Emotion”: The Carpathia’s Arrival in New York City

"Truth Touched by Emotion": The Carpathia's Arrival in New York City

“Lighted and Beautiful in the Night”: Engelhart Cornelius Ostby

"Lighted and Beautiful in the Night": Engelhart Cornelius Ostby

“High Class Confectionery”: Kate Phillips & Henry Morley

"High Class Confectionery": Kate Phillips & Henry Morley

“He Breathes the Air of Two Hemispheres”: Francis Davis Millet

"He Breathes the Air of Two Hemispheres": Francis Davis Millet

“On a Trip Around the World”: Henry Sutehall, Jr. & Howard Irwin

"On a Trip Around the World": Henry Sutehall, Jr. & Howard Irwin