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On Monday, April 22, 1912, Charles Bigham, Lord Mersey of Toxteth was appointed to fill the seat of Wreck Commissioner at the request of the British Board of Trade President, Sydney Buxton.
Assisting Mersey as assessors would be...
J. Harvard Biles, Professor of Naval Architect at Glascow
Rear Admiral Somerset Arthur Gough-Calthorpe RNR
Edward C. Chaston, Engineer
Captain A. W. Clarke
Commander F. C. A. Lyon RNR
The inquiry began in London on Tuesday, May 2, 1912, and lasted for 36 nonconsecutive days ending on July 3rd. During the span of the inquiry, approximately 98 witnesses were called to testify answering more 25,000 questions. Testimony was heard from White Star Line officials, government officials, surviving passengers and crew, and those who had aided the rescue efforts. The questioning resulted in a report that contained a detailed description of the ship, an account of the ship's journey, a description of the damage caused by the iceberg, and an account of the evacuation and rescue.
Surviving crew members who testified included the most senior surviving officer, 2nd Officer Charles Lightoller, Lookout Frederick Fleet who was on duty at the time of the collision, the surviving wireless operator Harold Bride, and the ship's baker Charles Joughin.
Those from other ships who gave testimonies were Captain of the RMS Carpathia Arthur Rostron, Carpathia's Wireless Operator Harold Cottam, Captain of the SS Californian Stanley Lord and many of the Californian's crew, and Captain of the RMS Baltic J. B. Ranson.
Other witnesses included Guglielmo Marconi of the Marconi Company, explorer Sir Ernest Shackleton, and Harold Arthur Sanderson, UK Vice President of International Mercantile Marine Company.
White Star Line officials that testified included the President of the Line J. Bruce Ismay and Superintendent Charles Alfred Bartlett.
To assist the inquiry, Titanic's builders Harland & Wolff provided a 20-foot-long half-model of the ship showing its starboard side, next to which was a large map showing the North Atlantic shipping lanes and locations of sea ice.
From Harland and Wolff, evidence was given by Naval Architect Alexander Carlisle who was the brother-in-law of the shipyard's chairman. Carlisle and Pirrie were initially responsible for the design of the Olympic-class liners. Carlisle had retired in 1910, and like Pirrie had not travelled on the maiden voyage of Titanic. The lead designer on board had been Thomas Andrews, Pirrie's nephew, who went down with the ship.
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| Sir Cosmo and his wife Lady, Lucy Duff-Gordon |
The only passengers to testify, other than Ismay, were Sir Cosmo Duff-Gordon and his wife Lucy, Lady Duff-Gordon.
The questioning of the Duff-Gordons and the Californian's crew were seen as highlights of the inquiry.
The testimony of the Duff-Gordons, who had been accused of misconduct for their actions in leaving Titanic aboard a lifeboat with 40 seats but only 12 passengers, attracted the largest crowds.
The failure of Californian to go to the rescue of the sinking Titanic, which had been disclosed by the American inquiry, was already controversial and became even more so with the testimony of Captain Lord and his officers. Lord's claims and explanations were contradicted by his officers, and he was portrayed by them as an intimidating and somewhat tyrannical figure.
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| Captain Stanley Lord and the SS Californian |
Although Lord appeared only as a witness and was not accused of wrongdoing, his public image was forever tarnished as being the captain of the ship that watched Titanic sink on the horizon and never came to her assistance.
See Articles:
Carpathia Receives All of Titanic's Survivors. Californian Is Too Late to Help.The final report was published on 30 July 1912.
The report found that Titanic's sinking was solely the result of colliding with the iceberg, not due to any inherent flaws with the ship, and that the collision due to dangerously fast speed in icy waters. Although, it was found that Titanic's captain E. J. Smith was at fault for not changing course or slowing down, he had not been negligent because he had followed long-standing practice which had not previously been shown to be unsafe.
It was also found that Titanic officers had been too complacent given the navigational hazards, that there were not enough lifeboats, and were not properly filled or manned with trained crew.
There was also a special section devoted to the circumstances of Californian.
The inquiry concluded that Californian could have made it through the ice and into the open water without any serious risk. If done so she might have saved many if not all of the lives that were lost in the disaster.
It was suggested that a formal inquiry should be held into Captain Lord's competency to continue as a captain, but no action was taken due to legal technicalities.
The Duff-Gordons were cleared of any wrongdoing, but their reputation was forever damaged.
Compared to the American inquiry, the British inquiry did not condemn the Board of Trade, White Star Line, or Titanic's captain, Edward Smith.
The British Board of Trade was criticized by the public for its inadequate and outdated regulations, notably the failure to ensure that enough lifeboats were provided and that crews were given proper training in their use. Because of this and many other factors, over the span of history the British Inquiry into the loss of Titanic has been called a "whitewash" by blaming others for the disaster and excusing themselves.
The British inquiry into the loss of Titanic was the longest and most detailed inquiry in British history up to that time.
